Green Car Congresstag:typepad.com,2003:weblog-318292019-03-21T08:27:19-07:00
Technologies, issues and policies for sustainable mobility.TypePadSubscribe with My Yahoo!Subscribe with NewsGatorSubscribe with My AOLSubscribe with BloglinesSubscribe with NetvibesSubscribe with GoogleSubscribe with PageflakesSubscribe with PlusmoSubscribe with The Free DictionarySubscribe with Bitty BrowserSubscribe with Live.comSubscribe with Excite MIXSubscribe with WebwagSubscribe with Podcast ReadySubscribe with WikioSubscribe with Daily RotationFirst project in European BATTERY 2030+ research initiative begins this monthtag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a496d5f9200b2019-03-21T08:27:19-07:002019-03-21T08:27:19-07:00The European BATTERY 2030+ initiative launches this month with its initial project which will lay the basis for this large-scale research initiative on future battery technologies. A long-term effort over 10 years with a focus on disruptive technologies, the BATTERY 2030+ initiative will concentrate on low TRL transformational research (TRL...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>The European <a href="http://battery2030.eu">BATTERY 2030+</a> initiative launches this month with its initial project which will lay the basis for this large-scale research initiative on future battery technologies. A long-term effort over 10 years with a focus on disruptive technologies, the BATTERY 2030+ initiative will concentrate on low TRL transformational research (TRL 1 to 3). </p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4490b07200c-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a4490b07200c img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="EA941841-20E3-4C05-B4C4-B715B872F2EF" title="EA941841-20E3-4C05-B4C4-B715B872F2EF" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4490b07200c-550wi" /></a><br /></p>
<p align="center" style="FONT-SIZE: 12px; FONT-FAMILY: Geneva,Arial,Helvetica,sans-serif;">Battery challenges. Source: BATTERY 2030+. </p>
<p>BATTERY 2030+ complements the short-term initiatives launched in the framework of the European Battery Alliance to develop large-scale manufacturing capacities, and the short-to-medium term research and innovation projects undertaken within the Horizon 2020 and Horizon Europe work programs.
</p>
<p>
The Battery 2030+ consortium includes five universities (Uppsala University, Politecnico di Torino, Technical University of Denmark, Vrije Universiteit Brussel, University of Münster); seven research centres (French Alternative Energies and Atomic Energy Commission, Karlsruhe Institute of Technology, French National Centre for Scientific Research, Forschungszentrum Jülich, Fraunhofer-Gesellschaft, Fundacion Cidetec, National Institute of Chemistry, Slovenia, SINTEF AS); three industry-led associations (EMIRI, EASE, RECHARGE); and one company (Absiskey). </p>
<p>The Battery 2030+ consortium has also received the support of a number of European and national organisations, including ALISTORE ERI, EERA, EIT InnoEnergy, EIT RawMaterials, EARPA, EUROBAT, EGVI, CLEPA, EUCAR, KLIB, RS2E, Swedish Electromobility Centre, PolStorEn, ENEA, CIC energigune, IMEC and Tyndall National Institute.
</p>
<p>The BATTERY 2030+ research initiative is coordinated by Kristina Edström, Professor of Inorganic Chemistry at Uppsala University in Sweden. </p>
<blockquote><p><em>With BATTERY 2030+, we address all challenges encountered in the manufacture of high-performance batteries,” the scientist says. “For this purpose, we will establish a platform to more rapidly detect new battery materials by means of machine learning and artificial intelligence. We are particularly interested in the interfaces in batteries, where reactions take place that adversely affect the battery’s service life. We will design smart functions of the complete system down to the battery cell level and pay particular attention to sustainability.</em><div align="right">&mdash;Professor Edström</div></p></blockquote>
<p>Four main research areas have already been defined to address the challenge of developing next-generation batteries, with more areas to follow. The four research areas defined so far are:</p>
<ol><li><p>Accelerated discovery and design of battery materials and interfaces</p>
<a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4490b87200c-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a4490b87200c img-responsive" style="width: 80%; display: block; margin-left: auto; margin-right: auto;" alt="F418131D-D706-457E-B65E-1918A3A4F61B" title="F418131D-D706-457E-B65E-1918A3A4F61B" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4490b87200c-550wi" /></a><br />
</li>
<li><p>Smart sensing and self-healing functionalities</p></li>
<li><p>Manufacturability</p></li>
<li><p>Recyclability</p></li>
</ol>
<p>The proposed research directions are chemistry-neutral, which means that they can potentially be applied to any battery chemistry, creating an impact on both state-of-the-art and future elec­trochemical storage systems.
</p>
<p>
The research actions will span the entire value chain. For example, if sensors, self-healing chemis­tries, or other smart functionalities are implement­ed, this will influence not only manufacturability and/or recyclability, but also the development of Battery Management System (BMS) operating protocols, hardware and software.</p>
<p>Manufacturability and recyclability are key cross­cutting topics, which will be taken into ac­count from the very beginning of the research program. New battery materials, engineered interfaces and smart battery cell architectures will be developed bearing in mind the manufacturability, scalability, recyclability, and life-cycle environmental footprint of the novel technologies.</p>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/7wl-GqZtSJk" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190321-battery2030.htmlVolkswagen Group forms European Battery Union with Northvolttag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a496c7b3200b2019-03-21T05:53:29-07:002019-03-21T05:53:29-07:00The Volkswagen Group and European partners are forming the European Battery Union (EBU) with a view to forging ahead with battery research throughout Europe. The new consortium is to be led by the Volkswagen Group and the Swedish battery producer Northvolt (earlier post). Partners from research and industry in seven...mmillikin<div xmlns="http://www.w3.org/1999/xhtml"><p>
The Volkswagen Group and European partners are <a href="https://www.volkswagen-newsroom.com/en/press-releases/volkswagen-forms-european-battery-union-with-northvolt-4773">forming</a> the European Battery Union (EBU) with a view to forging ahead with battery research throughout Europe. The new consortium is to be led by the Volkswagen Group and the Swedish battery producer <a href="https://northvolt.com">Northvolt</a> (<a href="https://www.greencarcongress.com/2018/04/20180427-northvolt.html">earlier post</a>).
</p>
<p>Partners from research and industry in seven EU member states are joining the consortium. The research collaboration will range from raw material production, to cell technology and cell production processes and through to recycling. The prime objective is to accumulate much broader know-how on battery cell production. </p>
<p>The research activities will also focus on the development and engineering of plant technologies allowing sustainable, climate friendly and competitive battery cell production in the European Union.</p>
<p>
All the partners will step up their investments as a result of the planned additional research activities. These investments could receive financial support from funding announced by the German Federal Ministry for Economic Affairs and Energy.</p>
<p>
All the results of research work by the European Battery Union will be exchanged between all the partners across national borders. The joint research activities are to start at the beginning of 2020.</p>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/sTiHuKIwGnU" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190321-ebu.htmlNew report finds global CO2 vehicle emission reduction measures falter; dropping diesels, increasing SUVstag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a4720bed200d2019-03-21T02:30:00-07:002019-03-21T02:30:00-07:00Vehicle fuel economy improvements have slowed globally, according to the latest report from the Global Fuel Economy Initiative (GFEI): Fuel Economy In Major Car Markets: Technology And Policy Drivers 2005-2017. Average new LDV fuel economy (liters gasoline equivalent per 100 km (Lge/100 km) by country or region (2005-17) and new...mmillikin
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Vehicle fuel economy improvements have slowed globally, <a href="https://www.globalfueleconomy.org/blog/2019/march/new-report-global-co2-vehicle-emission-reduction-measures-falter">according</a> to the latest report from the Global Fuel Economy Initiative (GFEI): <i><a href="https://www.globalfueleconomy.org/data-and-research/publications/gfei-working-paper-19">Fuel Economy In Major Car Markets: Technology And Policy Drivers 2005-2017</a></i>.
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<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4720baa200d-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a4720baa200d img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="Kf1-figure" title="Kf1-figure" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4720baa200d-550wi" /></a><br /></p>
<p align="center" style="FONT-SIZE: 12px; FONT-FAMILY: Geneva,Arial,Helvetica,sans-serif;">Average new LDV fuel economy (liters gasoline equivalent per 100 km (L<sub>ge</sub>/100 km) by country or region (2005-17) and new registrations (2017). Source: GFEI.</p>
<p>
The slowdown was especially pronounced in advanced economies; 27 countries saw an increase or stagnation in average vehicle CO<sub>2</sub> emissions in the two years up to 2017.
</p>
<p>
The report, which this year for the first time includes an online, interactive country data browser, reviews developments in fuel economy and highlights the changes which have shaped the modern global fleet of light-duty vehicles (LDVs) over a 12-year period. It was authored by the International Energy Agency (IEA), in collaboration with International Council on Clean Transportation (ICCT), and was funded by the FIA Foundation, through GFEI.
</p>
<p>
Overall, global fuel economy has improved by an average of 1.7% per year over the past 12 years, although the rate of improvement has slowed to 1.4% in the past two years.
</p>
<p>
Improvements in fuel consumption slowed in advanced economies to an average of just 0.2% per year between 2015 and 2017. A total of 27 countries&mdash;including Sweden, Canada and the United Kingdom&mdash;saw the fuel economy of their fleets stagnate or worsen from 2015 to 2017.
</p>
<p>
In advanced economies with fleets which have the worst fuel economy, such as the US and Canada, the average fuel consumption runs between 7.9 and 9 L<sub>ge</sub>/100 km, while the best (France and Italy) fell to between 5.2 and 6.5 L<sub>ge</sub>/100 km. There are several reasons for these differences, including fuel prices, and average vehicle size.
</p>
<p>
In contrast, the improvement of fuel use per kilometer in emerging economies accelerated to 2.3%. China saw new registrations of LDVs increase 17% per year in the period 2005 to 2017 while India saw an increase of 9% and Indonesia 7%. LDV sales in these economies have tripled since 2005 with the biggest rise in China, where sales were seven times higher in 2017 than in 2005.
</p>
<p>
These slumps in efficiency improvements are particularly concerning within the wider global context, GFEI noted. GFEI set a target to double fuel economy of LDVs by 2030, which is mirrored by the UN’s Sustainable Development Goal 7.3. To achieve these targets now, annual improvements to the global fleet would have to be around an average of 3.7%&mdash;more than triple the improvement rate between 2016 and 2017.
</p>
<p>
A key driver of the recent developments of the average fuel consumption include the rapid decline of diesel sales in several major vehicle markets, most notably in Europe. Since 2015, diesel shares have fallen by 5-15 percentage points in the largest EU markets, a change that was not sufficiently counterbalanced by the 1-3 percentage point growth of electrified LDVs to maintain efficiency improvements over gasoline vehicles.
</p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a448de40200c-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a448de40200c img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="Gfei2" title="Gfei2" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a448de40200c-550wi" /></a><br /></p>
<p align="center" style="FONT-SIZE: 12px; FONT-FAMILY: Geneva,Arial,Helvetica,sans-serif;">Dieselization rate and average fuel consumption trends in selected countries, 2014-17. Source: GFEI.</p>
<blockquote><p><em>The electrification of LDVs is going to be crucial to ensure that fuel economy can be effectively improved, especially if diesel shares keep falling. Electrified vehicles are already contributing positively to improve the country-weighted average fuel consumption by up to 3.5%. Japan experienced the largest gains due having to the largest market share globally for hybrids, followed by the United States with a mix of electrified vehicle types (HEV, BEV and PHEV). Electrification in China was also very relevant to improve the average fuel economy, thanks to a fast-growing market share for BEVs and PHEVs. Countries that currently have high average fuel consumption values (which typically go hand-in-hand with high shares of large and heavy vehicles) can benefit the most from electrification since electrified vehicle efficiency is less dependent on size and weight.</em><div align="right">&mdash;“Fuel Economy In Major Car Markets: Technology And Policy Drivers 2005-2017”</div></p></blockquote>
<p>
Another significant barrier to fuel economy improvements has been the growing market share of sport-utility vehicles (SUVs) and pick-ups, the market share of which increased by 11 percentage points over the last three years. SUVs now represent nearly 40% of the global LDV market. North America and Australia have a particularly high market share of SUVs, reaching almost 60% in 2017.
</p>
<p>
While all vehicles types saw improvements in their fuel efficiency, the shift in market shares to these larger, less efficient vehicles pulled down average vehicle fuel economy.
</p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a496a547200b-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a496a547200b img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="Gfei3" title="Gfei3" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a496a547200b-550wi" /></a><br /></p>
<p align="center" style="FONT-SIZE: 12px; FONT-FAMILY: Geneva,Arial,Helvetica,sans-serif;">Global average market share per vehicle segment and average fuel consumption per segment, 2014-17. Source: GFEI.</p>
<p>
Countries with policies to encourage fuel economy through a mix of regulation and efficiency-based purchase incentives saw 60% faster improvements than those without. Higher improvement rates were also seen in markets with higher shares of electrified vehicles (hybrid, plug-in hybrid and battery electric).
</p>
<p>
The growing gap between tested value and the real driving fuel economy is another issue of concern. Every key vehicle market, with the exception of the US, has shown an increased gap between tested results and real-driving CO<sub>2</sub> emissions of more than 10%, diverging to as high as 50%.
</p>
<blockquote><p><em>This excellent report highlights not only the slowing pace of improvements in vehicle fuel economy globally, but also the growing divergence between official fuel-economy values from certification tests and real fuel consumption seen by drivers on the road. We need to close that gap, and quickly, through better test procedures and better compliance and enforcement measures, to make the progress we desperately need on our climate goals.</em><div align="right">&mdash;Drew Kodjak, Executive Director of the ICCT</div></p></blockquote>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/rO5b3ueMS9U" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190321-fueleconomy.htmlAudi introduces new lightweight, efficient, powerful turbo engine for DTMtag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a448d8d6200c2019-03-21T02:00:00-07:002019-03-21T02:00:00-07:00Audi is introducing a new highly efficient turbo engine for the 2019 DTM racing season (touring car racing series). The two-liter four-cylinder power-plant of the Audi RS 5 DTM delivers more than 610 horsepower—100 hp more than its naturally aspirated V8 predecessor. By means of the “push-to-pass” function, the drivers...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>Audi is introducing a new highly efficient turbo engine for the 2019 DTM racing season (touring car racing series). The two-liter four-cylinder power-plant of the Audi RS 5 DTM delivers more than 610 horsepower&mdash;100 hp more than its naturally aspirated V8 predecessor. By means of the “push-to-pass” function, the drivers can also access a short-term 30-hp power boost.</p>
<p>
Following about two and a half years of development and some 1,000 hours of dynamometer testing, the new Audi race engine is ready for its first racing deployment on 4 May at the Hockenheimring.</p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a448d73c200c-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a448d73c200c img-responsive" style="width: 90%; display: block; margin-left: auto; margin-right: auto;" alt="A193022_medium" title="A193022_medium" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a448d73c200c-550wi" /></a><br /></p>
<blockquote><p><em>The move from the naturally aspirated V8 to the turbo engine is not only important due to the additional output of some 100 horsepower. In the DTM, we’re now driving with a high-efficiency engine of the type we’re also using in many production vehicles of the Group.</em><div align="right">&mdash; Head of Audi Motorsport Dieter Gass</div></p></blockquote>
<p>
The new Class 1 Regulations of the DTM are geared to utmost efficiency. Just like in production, the challenge is to extract the maximum from the available fuel through high compression and very good efficiency. In the DTM, the amount of fuel is limited to 95 kilograms per hour.
</p>
<blockquote><p><em>That may sound like a lot but, in view of more than 610 horsepower, it really isn’t. The specific consumption of the DTM engine is extremely low and now within ranges that used to be typical for diesel engines. In terms of weight and lightweight design&mdash;especially in the context of avoiding CO<sub>2</sub> emissions&mdash;we’re pointing out a few approaches that will hopefully find their way into future road-going vehicles&mdash;like in the case of the first TFSI for Le Mans and the TDI.</em><div align="right">&mdash;Ulrich Baretzky, Head of Engine Development at Audi Motorsport</div></p></blockquote>
<p>
The compact four-cylinder turbo engine with gasoline direct injection (TFSI) only weighs 85 kilograms and thus only half as much as the naturally aspirated V8 engine that was previously used in the DTM. As a result, the dry weight of the Audi RS 5 DTM has dropped to less than 1,000 kilograms. The power-to-weight ratio is now about 1.6 kilograms per horsepower.
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<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a47204ee200d-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a47204ee200d img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="A192996_medium" title="A192996_medium" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a47204ee200d-550wi" /></a><br /></p>
<p align="center" style="FONT-SIZE: 12px; FONT-FAMILY: Geneva,Arial,Helvetica,sans-serif;">Manifolds glowing red under full load.</p>
<p>As in the past, a DTM engine has to last for a full season, so it is designed to run for some 6,000 kilometers. </p>
<blockquote><p><em>The format of the DTM is a great challenge. The long mileage, distributed to many events with short runs, is really tough. Plus, the four-cylinder engine’s vibration behavior totally differs from that of the V8. That posed a huge challenge during the development of the engine and also to our dynamometers.</em><div align="right">&mdash;Stefan Dreyer, Head of Powertrain Development at Audi Motorsport</div></p></blockquote>
<p>Additional output of more than 100 horsepower, as well as higher torque, put a greater load on the entire powertrain.</p>
<p>Due to a “push-to-pass” system, the driver can use a short-term engine power boost by pushing a button, for instance in an overtaking maneuver. Via a bypass of the fuel flow restrictor (FFR), an additional 5 kg of fuel per hour is provided, which results in a boost of about 30 horsepower.</p>
<p>
The DTM races with standard filling station fuel (RON 98), which is conducive to the technology transfer from motorsport to production. In addition, the engine is ready for the use of alternative fuels (e-fuels) enabling extremely eco-friendly operation of high-efficiency internal combustion engines.
</p>
<p>
High efficiency and low fuel consumption are crucial factors of success in the DTM: competitors who are able to start with less fuel in their fuel cells and thus less weight than their rivals automatically have an advantage.
</p>
<p>
Audi has ample experience with turbo engines in motorsport, from the legendary original quattro through to the successful Le Mans prototypes. Based on this experience, each of the roughly 2,000 components of the DTM engine was designed from scratch.
</p>
<p>
The compact inline four-cylinder front engine is longitudinally mounted in the Audi RS 5 DTM. The turbocharger that operates with a maximum absolute pressure of 3.5 bar sits on the right-hand side of the car and is kept spinning by means of an anti-lag system (ALS) even when the driver’s foot is not on the accelerator pedal.
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<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4969f9c200b-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a4969f9c200b img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="A193017_medium" title="A193017_medium" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4969f9c200b-550wi" /></a><br /></p>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/9_x56kLjrd8" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190321-audidtm.htmlToyota and Suzuki lay out details of collaborationtag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a448d9d6200c2019-03-21T01:30:00-07:002019-03-21T01:30:00-07:00Toyota Motor Corporation and Suzuki Motor Corporation have agreed to begin considering concrete collaboration in new fields. Toyota and Suzuki have been considering the concrete details of such collaboration since having concluded a memorandum of understanding toward business partnership in February 2017. (Earlier post.) Toyota and Suzuki, in addition to...mmillikin
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Toyota Motor Corporation and Suzuki Motor Corporation have <a href="https://global.toyota/en/newsroom/corporate/27253562.html?adid=ag478_mail&amp;padid=ag478_mail">agreed</a> to begin considering concrete collaboration in new fields. Toyota and Suzuki have been considering the concrete details of such collaboration since having concluded a memorandum of understanding toward business partnership in February 2017. (<a href="https://www.greencarcongress.com/2018/05/20180528-toyota.html">Earlier post</a>.)
</p>
<p>
Toyota and Suzuki, in addition to bringing together Toyota’s strength in electrification technologies and Suzuki’s strength in technologies for compact vehicles, intend to grow in new fields, such as joint collaboration in production and in the widespread popularization of electrified vehicles.
</p>
<p>
For the new collaborative business, Toyota will supply THS (Toyota Hybrid System) to Suzuki. Additionally, Toyota will contribute widely spread hybrid electric vehicle (HEV) technologies in India through local procurement of HEV systems, engines, and batteries.
</p>
<p>Toyota will also supply two new electrified vehicles built on Toyota platforms (RAV4, Corolla Wagon) to Suzuki in Europe.</p>
<p>For its part, Suzuki’s strength is in compact vehicles and powertrains. Suzuki will supply two compact vehicles built on Suzuki platforms (Ciaz and Ertiga) to Toyota in India.</p>
<p>Toyota will also adopt newly developed Suzuki engines for compact vehicles. Such engines are to be supported by Denso and Toyota, and will be manufactured at Toyota Motor Manufacturing Poland.</p>
<p>Suzuki will also supply India-produced vehicles (Baleno, Vitara Brezza, Ciaz, Ertiga) to Toyota, targeting the African market.</p>
<p>The two automakers will collaborate on technological development and production, leveraging the strengths of both companies. Drawing upon Suzuki’s expertise in developing vehicles in India, the two will embark on joint development of a Toyota C-segment MPV and OEM supply to Suzuki.</p>
<p>Production of the Suzuki-developed compact SUV Vitara Brezza will begin at Toyota Kirloskar Motor Pvt. Ltd. (TKM) from 2022.</p>
<p>
Moving forward, insofar as Toyota and Suzuki continue to fairly and freely compete against each other, both companies intend to consider further collaboration to realize a sustainable future mobility society while respecting all applicable laws.</p>
<blockquote><p><em>When it comes to vehicle electrification, which is expected to make further inroads, hybrid technologies are seen as playing a huge role in many markets, as from before. Widespread acceptance is necessary for electrified vehicles to be able to contribute to Earth’s environment. Through our new agreement, we look forward to the wider use of hybrid technologies, not only in India and Europe, but around the world. At the same time, we believe that the expansion of our business partnership with Suzuki―from the mutual supply of vehicles and powertrains to the domains of development and production―will help give us the competitive edge we will need to survive this once-in-a-century period of profound transformation. We intend to strengthen the competitiveness of both our companies by applying our strong points and learning from each other.</em><div align="right">&mdash;Toyota President Akio Toyoda</div></p></blockquote>
<blockquote><p><em>At the time we announced our scope of cooperation in May last year, I spoke that we will strive for success globally. I have seen progress in the partnership since then, and it is my pleasure to be able to make this announcement today regarding the status of partnership on a global basis, including Europe and Africa. In addition, we appreciate the kind offer from Toyota to let us make use of their hybrid technology. We will continue our utmost efforts.</em><div align="right">&mdash;Suzuki Chairman Osamu Suzuki</div></p></blockquote>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/DdDnmVAqjwQ" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/201900321-toyotasuzuki.htmlLumotive unveils LiDAR with LCM beam-steering technology for autonomous vehiclestag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a49693a3200b2019-03-21T01:00:00-07:002019-03-21T01:00:00-07:00Lumotive, a Bill Gates-funded startup developing LiDAR systems for autonomous vehicles, introduced a beam-steering technology which will significantly improve the performance, reliability and cost of LiDAR systems for the emerging self-driving car industry. Initially targeting the robo-taxi market, Lumotive’s patented system uses Liquid Crystal Metasurfaces (LCM) and silicon fabrication to...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>Lumotive, a Bill Gates-funded startup developing LiDAR systems for autonomous vehicles, introduced a beam-steering technology which will significantly improve the performance, reliability and cost of LiDAR systems for the emerging self-driving car industry. Initially targeting the robo-taxi market, Lumotive’s patented system uses Liquid Crystal Metasurfaces (LCM) and silicon fabrication to achieve unmatched levels of manufacturing efficiency while simultaneously delivering excellent range, resolution and frame rate.</p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4969122200b-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a4969122200b img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="8C17F596-AF90-429F-8054-A55C91177473" title="8C17F596-AF90-429F-8054-A55C91177473" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4969122200b-550wi" /></a><br /></p>
<p align="center" style="FONT-SIZE: 12px; FONT-FAMILY: Geneva,Arial,Helvetica,sans-serif;">Lumotive’s new LiDAR system features beam steering technology leveraging Liquid Crystal Metasurfaces and semiconductor manufacturing.</p>
<p>In the Lumotive LiDAR system, a laser beam is incident on the reflective semiconductor chip and is reflected in a programmable direction, depending on the electronic configuration of the metamaterial elements on the surface of the chip. The beam can be pointed in any direction, in any sequence.
</p>
<p align="center"><iframe src="https://player.vimeo.com/video/291614137?title=0&byline=0&portrait=0" width="480" height="270" frameborder="0" webkitallowfullscreen mozallowfullscreen allowfullscreen></iframe>
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<blockquote><p><em>Our LiDAR sensors benefit tremendously from the unique attributes of beam-steering LCMs which simultaneously offer large optical aperture, wide field-of-view and fast scanning while having no moving parts. LCMs deliver the combination of performance and commercial viability that will finally eliminate barriers to adoption of LiDAR for both ADAS and autonomous vehicles.</em><div align="right">&mdash;Lumotive co-founder and CEO, Dr. William Colleran</div></p></blockquote>
<p>LiDAR has emerged as a key 3D sensing technology by enabling autonomous driving systems as well as Advanced Driver Assistance Systems (ADAS). LiDAR systems determine range by emitting laser light pulses and measuring the round-trip flight time for those pulses to travel to and reflect back from objects. A LiDAR system creates a 3D perceptual map, or “point cloud,” of its surroundings by scanning, or “beam steering,” laser pulses across its two-dimensional field-of-view, with the third dimension derived from the distance measured to an object at a given horizontal and vertical position. </p>
<p>LiDAR has proven critical for autonomous vehicles because the technology can accurately locate objects to within a few inches at ranges of hundreds of yards. LiDAR, which stands for Light Detection and Ranging, generally exhibits shorter range but superior measurement resolution compared to its older cousin, radar, which stands for Radio Detection and Ranging.</p>
<p>
Currently, most LiDAR systems rely on mechanical scanning, which suffers from poor reliability, cost and form factor and, most importantly, limits the performance of existing systems. In contrast, Lumotive’s beam-steering technology uses LCMs&mdash;semiconductor chips that steer laser pulses based on the light-bending principles of metamaterials, a first for LiDAR. Lumotive’s LCMs have large
apertures to improve LiDAR perception while benefiting from the economics of semiconductor manufacturing to enable low cost systems. Initial production units will be available to select customers for beta testing in the third quarter of 2019.</p>
<p>Beam steering is the missing link required for high performance and commercially viable LiDAR systems. Traditionally, LiDAR relied upon unreliable and bulky spinning assemblies, while newer breeds of LiDAR sensors utilize MEMS mirrors or optical phased arrays. However, both of these recent approaches lack performance due to the small optical aperture of MEMS mirrors and the low efficiency of phased arrays, according to Lumotive. </p>
<p>Lumotive’s system offers distinct performance advantages, including a combination of:</p>
<ul><li><p>Large optical aperture (25 x 25 mm) which delivers long range</p></li>
<li><p>120-degree field-of-view with high angular resolution</p></li>
<li><p>Fast random-access beam steering</p></li></ul>
<blockquote><p><em>Lumotive’s beam-steering technology is the culmination of years of fundamental research into controlling electromagnetic waves using artificially structured metasurfaces. In the past, these concepts have been applied to radio waves, but
Lumotive is the first to develop dynamically tunable metamaterials for optics. Their development is a tremendous advance in metamaterials research, as well as a breakthrough technology that addresses pressing and unmet needs in LiDAR and other optical systems.</em><div align="right">&mdash;David R. Smith, the James B. Duke Distinguished Professor of Electrical and Computer Engineering at Duke University and an Advisor to Lumotive</div></p></blockquote>
<p>Lumotive’s LCM chips contain no moving parts and are fabricated using mature semiconductor manufacturing along with liquid crystal display packaging to enable a commercially viable LiDAR system with low cost, high reliability and small size. In addition to cost and performance advantages, Lumotive LCMs can be integrated into small form-factor systems, appealing for other applications in industrial and consumer sectors which can benefit from LiDAR.</p>
<p>
Although LiDAR systems will be broadly deployed to enhance perception in diverse markets, including for robots, drones and industrial automation, most observers see LiDAR’s largest near-term application in automotive markets where the technology will enable ADAS as well as fully autonomous driving systems that will first be deployed by self-driving taxi services, commonly called robo-taxis, like those under development by Argo AI, Aurora, May Mobility, Uber and Google’s Waymo subsidiary.</p>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/0sNwKMrfVVo" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190321-lumotive.htmlFord adds 2nd North American site to build BEVs tag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a448c79c200c2019-03-21T00:30:00-07:002019-03-21T00:30:00-07:00Ford is expanding its production capacity for the company’s next-generation battery electric vehicles at a second North American plant. Tied to the company’s $11.1-billion investment in global electric vehicles, Ford is expanding its BEV manufacturing footprint to its Flat Rock Assembly plant in southeast Michigan. The plant will become the...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>Ford is <a href="https://media.ford.com/content/fordmedia/fna/us/en/news/2019/03/20/ford-adds-2nd-north-american-site-to-build-battery-electrics.html">expanding</a> its production capacity for the company’s next-generation battery electric vehicles at a second North American plant. Tied to the company’s $11.1-billion investment in global electric vehicles, Ford is expanding its BEV manufacturing footprint to its Flat Rock Assembly plant in southeast Michigan. </p>
<p>The plant will become the production home to vehicles from the company’s next-generation battery electric flexible architecture. These vehicles will follow the all-electric performance SUV coming in 2020 from Ford’s Cuautitlan, Mexico, plant.</p>
<blockquote><p><em>We’ve taken a fresh look at the growth rates of electrified vehicles and know we need to protect additional production capacity given our accelerated plans for fully electric vehicles. This is good news for the future of southeast Michigan, delivering more good-paying manufacturing jobs.</em><div align="right">&mdash;Joe Hinrichs, Ford’s president, Global Operations</div></p></blockquote>
<p>Through this new plan, Ford is targeting to invest more than $850 million in the Flat Rock Assembly Plant through 2023, adding a second shift. The plant investment also includes funding to build the next-generation Mustang and is part of a $900-million investment in Ford’s operations in southeastern Michigan.</p>
<p>
The company also announced it will complete Ford’s first autonomous vehicles at a new AV manufacturing center in southeast Michigan, upfitting purpose-built, commercial-grade hybrid vehicles with self-driving technology and unique interiors. Production of Ford’s first autonomous vehicles will begin in 2021 for deployment in commercial services to move people and goods.</p>
<p>
Ford also announced it is building its next-generation North American Transit Connect small commercial and passenger van in Mexico, starting in 2021.</p>
<p>
Producing this small van in Ford’s Hermosillo, Mexico, assembly plant increases US and Canadian vehicle content consistent with the proposed USMCA trade agreement, which supports US manufacturing jobs and boosts sourcing of components with North American suppliers. It also helps the company improve the profitability of its North American Transit Connect lineup, which is part of Ford’s industry-leading lineup of commercial vehicles and vans.</p>
<p>All of the moves are part of the company’s commitment to continuously find ways to boost its global competitiveness. This builds on Ford’s recent announcements to exit the heavy truck business in Brazil, restructure its operations in Europe and improve results in China.</p>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/NlrzoW1zKYc" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190321-fordbev.htmlCalifornia air quality regulators call for improved monitoring at California refineries, surrounding communitiestag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a448d043200c2019-03-21T00:01:00-07:002019-03-21T00:01:00-07:00California air quality regulators released a report recommending actions to improve emergency and routine air monitoring at California’s major oil refineries and in the communities that surround them. Many communities near major refineries live in fear of exposure to airborne pollutants during a major refinery incident—or during normal operations. The...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>California air quality regulators <a href="https://ww2.arb.ca.gov/news/air-quality-regulators-call-improved-monitoring-california-refineries-surrounding-communities">released</a> a <a href="https://ww2.arb.ca.gov/our-work/programs/incident-air-monitoring/refinery-air-monitoring">report</a> recommending actions to improve emergency and routine air monitoring at California’s major oil refineries and in the communities that surround them.</p>
<blockquote><p><em>Many communities near major refineries live in fear of exposure to airborne pollutants during a major refinery incident&mdash;or during normal operations. The recommendations in this report will help to better assess and reduce the risks associated with long-term community exposure to routine and fugitive air releases. They also improve the rapid detection and communication of potentially hazardous releases during an emergency.</em><div align="right">&mdash;CARB Executive Officer Richard W. Corey</div></p></blockquote>
<p>The report lays out a four-part approach for improving air monitoring, modeling and communication around California’s major refineries:</p>
<ul><li><p>Expand air monitoring within refineries, at the fence line and in nearby communities;</p></li>
<li><p>Improve modeling techniques to better predict impacts of pollution and incidents at refineries; </p></li>
<li><p>Provide real-time information about air quality near refineries to first responders and the public; and</p></li>
<li><p>Improve state and local coordination through an interagency refinery monitoring working group.</p></li></ul>
<p>Authored by the California Air Resources Board (CARB) and the California Air Pollution Control Officers Association (CAPCOA) (representing the state’s 35 local air districts), the report also recommends first responders have access to improved air monitoring tools and data, and they be thoroughly trained to apply them.</p>
<p>The CARB-CAPCOA report is part of a broader initiative set in place in 2013 to address refinery safety and emissions in response to a major fire in 2012 at the Chevron Refinery in Richmond. </p>
<p>The fire raised concerns related to refinery maintenance and safety, and emergency preparedness, at and near California’s oil refineries. Air regulators presented a draft of the report, released in fall of 2017, at a series of meetings in California communities most impacted by potential and actual refinery emissions.</p>
<p>Actions recommended in the final report aim to strike a balance between local implementation of stronger air monitoring and communication systems, and state oversight. A proposed interagency working group, which would comprise staff from CARB and local air districts, would develop guidelines that air districts use in requiring refineries to expand air monitoring networks and making the data available to first responders and the public.</p>
<p>The refinery-focused guidance could serve as a future template for similar air monitoring around other types of industrial sources that pose a risk to nearby communities.</p>
<p>California already has begun to address some of the report’s findings and recommendations. Several recent California statutes and regulations now improve refinery emergency preparedness, require community air monitoring, improve notification systems and establish permanent refinery oversight. </p>
<p>One example, Assembly Bill 1647, includes new requirements for significantly enhanced fence-line and community-level air monitoring at and near refineries. Findings of the CARB-CAPCOA refinery-focused report will also be a useful resource as CARB and air districts work with stakeholders to implement California’s Community Air Protection Program under AB 617, enacted in 2017.</p>
<p>The report takes into account the refinery chemicals of highest concern as identified in a companion report also released today by the California Office of Environmental Health Hazard Assessment (OEHHA). This report, “Analysis of Refinery Chemical Emissions and Health Effects,” presents a list of chemicals emitted from California refineries and prioritizes the chemicals according to their emissions levels and toxicity. The report covers emissions that occur routinely in daily operations, as well as potential emissions from an accidental or other non-routine release.</p>
<p>The report supports the goals of the Interagency Refinery Task Force, established in response to concerns raised in the aftermath of the Chevron Refinery fire in 2012. As part of a broader effort to improve the coordination of refinery safety and compliance efforts, and improve emergency response capabilities, CARB and CAPCOA agreed to assess existing emergency air monitoring capabilities and identify potential improvements to refinery air monitoring systems. The agencies released an inventory of air monitoring and response capabilities for each major refinery in May 2015.</p>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/FWE1uafGreo" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190321-refineries.html24M to unveil novel dual electrolyte system for high energy density (>350 Wh/kg) batteriestag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a49658fe200b2019-03-20T06:26:32-07:002019-03-20T09:18:31-07:00Semi-solid battery developer 24M has developed a novel dual electrolyte system that makes it possible to manufacture Li-ion battery cells with compositionally distinct electrolytes—anolytes and catholytes—at scale, enabling next-generation chemistries capable of providing industry-leading energy density (more than 350Wh/kg), while improving cycle life, safety and cost. 24M CTO Naoki Ota...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>Semi-solid battery developer 24M has <a href="http://www.businesswire.com/news/home/20190320005042/en/24M-Unveil-Dual-Electrolyte-System-High-Energy/?feedref=JjAwJuNHiystnCoBq_hl-YKT6SDyMw5Lye4ovXwHmkqD8R-QU5o2AvY8bhI9uvWSD8DYIYv4TIC1g1u0AKcacnnViVjtb72bOP4-4nHK5idAXrgr_e1ZUbxvK6BY66Xm">developed</a> a novel dual electrolyte system that makes it possible to manufacture Li-ion battery cells with compositionally distinct electrolytes&mdash;anolytes and catholytes&mdash;at scale, enabling next-generation chemistries capable of providing industry-leading energy density (more than 350Wh/kg), while improving cycle life, safety and cost.</p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4966b2e200b-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a4966b2e200b img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="24M DES" title="24M DES" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4966b2e200b-550wi" /></a><br /></p>
<p>
24M CTO Naoki Ota will present the Dual Electrolyte System at the International Battery Seminar & Exhibit in Fort Lauderdale, Florida later this month.
</p>
<p>
The 24M SemiSolid electrode platform (<a href="https://www.greencarcongress.com/2018/12/20181217-24m.html">earlier post</a>) provides the foundation for its Dual Electrolyte System, significantly improving overall manufacturing capital efficiency, while allowing distinct approaches to cell design and chemistry.
</p>
<p>
The novel 24M cell architecture uses an ionically conductive, non-permeable separator to isolate the anolyte from the catholyte, while eliminating solid-to-solid interface issues that have plagued full solid-state approaches to date.
</p>
<p>
24M says that its work with numerous world-class materials manufacturers has shown this approach will be both manufacturable and cost-effective.
</p>
<blockquote><p><em>Using compositionally distinct electrolytes is a game changer for battery manufacturing and we’ve proven the fundamental technology. At the conference, Naoki will discuss how the 24M Dual Electrolyte System expands the universe of potential electrolytes, including water and other materials that to-date have not been compatible with both the anode and cathode simultaneously.</em><div align="right">&mdash;Rick Feldt, President and CEO of 24M</div></p></blockquote>
<p>
The architecture of the 24M cell and manufacturing process for SemiSolid electrodes have been proven via many tens-of-thousands of cells over the past eight years of development. This work has laid the foundation for the development of the Dual Electrolyte System, the initial testing of which will be discussed at the seminar.
</p>
<p>In February, 24M announced that it has developed and delivered commercially-viable, high energy density lithium-ion cells with energy densities exceeding 250 watt-hours per kilogram (Wh/kg). (<a href="https://www.greencarcongress.com/2019/02/20190226-24m.html">Earlier post</a>.)
</p>
<blockquote><p><em>The unique 24M approach to compositionally distinct electrolytes makes it possible for 24M to embark on radical new directions in anode and cathode chemistry. Seldom in lithium-ion battery development has such a possibility been realizable, but the advancement in solid-state ion conductors and 24M’s SemiSolid electrodes opens this possibility.</em><div align="right">&mdash;Koji Hasegawa, General Manager, Industrial Chemicals Department, Itochu Corporation</div></p></blockquote>
<p>
Itochu is an investor in 24M.
</p>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/ngDyAQoLgWg" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190320-24m.htmlVolkswagen Brand China and FAW-Volkswagen establish new JV to develop and to offer digital services for future modelstag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a4963478200b2019-03-20T03:30:00-07:002019-03-20T03:30:00-07:00Volkswagen Brand China and its Chinese joint ventu...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>
Volkswagen Brand China and its Chinese joint venture FAW-Volkswagen are scaling up their cooperation in the area of digitalization and connectivity. MOS Intelligent Connectivity Technology Co. Ltd., a joint venture between Volkswagen Group China and FAW-Volkswagen, will be <a href="https://www.volkswagen-newsroom.com/en/press-releases/volkswagen-brand-china-and-faw-volkswagen-establish-new-joint-venture-for-connected-services-4769">established</a> in the Chinese city of Chengdu.
</p>
<p>
The partners are investing a total of RMB 1 billion (US$149 million) in the company that will operate under the MOSI brand (Mobile Online Services Intelligent). The objective is to develop and offer digital services for all future Volkswagen models of FAW-Volkswagen from 2019 onwards, including vehicles based on the modular electric toolkit (MEB) from 2020.
</p>
<p>
With the new joint venture, the Volkswagen brand is forging ahead with the development of its automotive ecosystem in China.
</p>
<blockquote><p><em>Developing digital offers for our Chinese customers is one of Volkswagen’s key focus points. As we are starting to fully connect our models, so comes the opportunity to enrich our customers’ lives with high-quality digital services. Deepening the cooperation with our colleagues at FAW-Volkswagen, means Volkswagen can further integrate technical and customer knowledge, to create the best services for Chinese customers. We intend to offer a profound positive answer to their ever changing mobility needs.</em><div align="right">&mdash;Dr. Stephan Wöllenstein, member of the Board of Management of Volkswagen Passenger Cars Brand and CEO of Volkswagen Brand China</div></p></blockquote>
<blockquote><p><em>The establishment of MOSI marks the official arrival of the digital era for FAW-Volkswagen Volkswagen brand. In Chinese, the two characters “Mó Sī” stand for Morse code, which endows the traditional OEM with digitization, as well as a sense of science and technology; while the two characters "Zhì Lián" stand for intelligent connectivity. </p>
<p>With the English name ‘MOS’ plus ‘I’, for intelligent, put together being the Chinese pinyin for Morse code, this also indicates the friendly partnership between China and the West. FAW-Volkswagen will further develop this company in a healthy, efficient and compliant way, and enhance capabilities in discovering and developing what customers want. With the strong support and effective cooperation existing between our two companies both in China and Germany, we will jointly keep pace with digitization, in order to meet requirements for our company’s strategic presence.</em><div align="right">&mdash;Dong Xiuhui, Commercial Vice President of FAW-Volkswagen Automotive Co., Ltd., President of FAW-Volkswagen Sales Co., Ltd., and Chairman of the BoD of MOS Intelligent Connectivity Technology Co. Ltd.</div></p></blockquote>
<p>
(In Mandarin, the pinyin (romanization) of MOSI is Mó Sī Zhì Lián (摩斯智联).)
</p>
<p>
Chengdu is a Chinese metropolis with a strong IT foothold. Vehicle-related services will be developed in close cooperation with Volkswagen’s digital experts in China and Germany. Focus areas are the development of customer-centric connectivity services, the development of value-added services and the development of data-analytics competence, and to find areas for further service scope extension in order to enhance the in-vehicle customer experience.
</p>
<p>
MOSI’s ecosystem approach means third party service providers are an important part of the plans. Enabling and strengthening advanced connectivity technologies for holistic user experience is another area of development.
</p>
<p>
Digital online services from MOSI will be available for future FAW-Volkswagen Volkswagen brand models starting towards the end of 2019. From 2020 onwards, the joint venture will concentrate more intensively on vehicles based on the MEB.
</p>
<p>
Volkswagen sees a clear role for MOSI to develop into a competence center for new data-based business models in China. With the new joint venture, the Volkswagen brand will push ahead with the development of its automotive ecosystem linking the connected vehicle, the cloud-based platform and value-added digital services in China. The objective is to develop more and more digital services that customers will be able to access via the Volkswagen Automotive Connectivity Solutions.
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/ILDlKVUIrqk" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190320-vwfaw.htmlFTA announces $85M funding opportunity for low- or no-emission transit busestag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a49630a6200b2019-03-20T03:00:00-07:002019-03-20T03:00:00-07:00The US Department of Transportation’s (USDOT’s) Federal Transit Administration (FTA) announced the opportunity (FTA-2019-001-TPM-LOWNO) for eligible applicants to apply for up to $85 million in competitive grant funds through FTA’s Low- or No-Emission (Low-No) Bus Program. The main purpose of the Low-No Program is to support the transition of the...mmillikin<div xmlns="http://www.w3.org/1999/xhtml"><p>
The US Department of Transportation’s (USDOT’s) Federal Transit Administration (FTA) <a href="https://www.transit.dot.gov/about/news/us-department-transportation-announces-85-million-funding-opportunity-technologically-0">announced</a> the opportunity (<a href="https://www.grants.gov/web/grants/view-opportunity.html?oppId=313967">FTA-2019-001-TPM-LOWNO</a>) for eligible applicants to apply for up to $85 million in competitive grant funds through FTA’s Low- or No-Emission (Low-No) Bus Program.
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<p>
The main purpose of the Low-No Program is to support the transition of the nation’s transit fleet to the lowest polluting and most energy efficient transit vehicles. </p>
<p>The Low-No Program provides funding to State and local governmental authorities for the purchase or lease of zero-emission and low-emission transit buses, including acquisition, construction, and leasing of required supporting facilities.
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<p>
FTA will award the grants to eligible recipients, which include public transit agencies, state transportation departments, and tribes on a competitive basis. Projects may include costs incidental to the acquisition of buses or to the construction of facilities, such as the costs of related workforce development and training activities, and project administration expenses.
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<p>
Projects will be evaluated by criteria defined in federal law and in the <a href="https://www.transit.dot.gov/funding/applying/notices-funding/low-or-no-emission-low-no-program-fy-2019-notice-funding">Notice of Funding Opportunity</a> (NOFO), including the applicant’s demonstration of need, the project’s benefits, project implementation strategy, and capacity for implementing the project.
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<p>
The Consolidated Appropriations Act, 2019 appropriated $85 million in FY 2019 for grants under the Low-No Program, authorized by 49 U.S.C. 5339(c). In FY 2018, the program received applications for 151 projects requesting a total of $558 million. Fifty-two projects were eventually funded at a total of $84.45 million.
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/RZoj-NiIB8s" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190320-lowno.htmlImpact Transportation deploys Orange EV electric yard truck to Port of Oakland operations; HVIP fundingtag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a47196f8200d2019-03-20T03:00:00-07:002019-03-20T03:00:00-07:00Orange EV and Impact Transportation announced the deployment of an Orange EV T-Series battery-electric terminal truck to Impact’s 250,000 square foot warehouse and special project site supporting Port of Oakland operations. Impact’s Orange EV truck is DOT compliant and built with an 80 kWh battery pack and standard charging. The...mmillikin<div xmlns="http://www.w3.org/1999/xhtml"><p>
Orange EV and Impact Transportation announced the deployment of an Orange EV T-Series battery-electric terminal truck to Impact’s 250,000 square foot warehouse and special project site supporting Port of Oakland operations.
</p>
<p>
Impact’s Orange EV truck is DOT compliant and built with an 80 kWh battery pack and standard charging. The pure-electric yard truck is used to pull containers, 53-foot vans, flatbeds, and large, heavy, out-of-gauge cargo.
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<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a44868c5200c-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a44868c5200c img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="Dj456-55f2d2eb-4b0b-4e60-91f7-f7d367a5581f-v2" title="Dj456-55f2d2eb-4b0b-4e60-91f7-f7d367a5581f-v2" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a44868c5200c-550wi"></img></a><br></p>
<p align="center" style="FONT-SIZE: 12px; FONT-FAMILY: Geneva,Arial,Helvetica,sans-serif;">Impact’s “Hot Wheel” Orange EV yard truck.</p>
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According to onboard telematics data, Impact can operate the Orange EV truck for about 11 hours on a single charge if needed, although the site is routinely opportunity charging, plugging in to charge during breaks, shift changes, and other downtime.
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<p>
Battery endurance varies as with a tank of diesel, where energy consumption can be higher or lower based on how hard the truck is working. Orange EV offers a range of equipment configurations to meet site-specific needs including larger battery pack (e.g., 160 kWh) and fast charging. With a 160 kWh battery pack, Impact could operate about 22 hours on a single charge.
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<p>
Terminal trucks are Class 8 vehicles and known by many names, most commonly yard trucks or yard tractors, but also hostlers, spotters, goats, shunts, jockeys, shuttles and more.
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<p>
Impact Transportation utilized funding from the Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (<a href="https://www.californiahvip.org">HVIP</a>) to purchase ththeeir Orange EV truck. HVIP is currently open, enabling discounts of up to $165,000 per Orange EV terminal truck. Fleets using Orange EV trucks can now also monetize site-generated carbon credits worth thousands of dollars per truck annually.
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/rDOyhfquexg" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190320-impact.htmlVenturi Formula E racer features electric drive from ZFtag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a44865ee200c2019-03-20T02:30:00-07:002019-03-20T02:30:00-07:00ZF and Venturi teamed up in a technology partnership for the FIA Formula E in 2016. For the current, fifth season of the championship, ZF developed an electric drive for the Venturi team, including an electric motor, a newly developed transmission and power electronics. 250 kW electric drive system During...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>
ZF and Venturi teamed up in a technology partnership for the FIA Formula E in 2016. For the current, fifth season of the championship, ZF <a href="https://press.zf.com/press/en/releases/release_3914.html">developed</a> an electric drive for the Venturi team, including an electric motor, a newly developed transmission and power electronics.
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<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a44864df200c-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a44864df200c img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="2019-03-14_1_Formula-E-Driveline" title="2019-03-14_1_Formula-E-Driveline" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a44864df200c-550wi" /></a><br /></p>
<p align="center" style="FONT-SIZE: 12px; FONT-FAMILY: Geneva,Arial,Helvetica,sans-serif;">250 kW electric drive system</p>
<p>
During the three-month break between the last race of Season 4 and the first race of Season 5, ZF’s engineers adopted new approaches that would not be possible in volume production development. With the first racing victory (Hong Kong) and a fifth place in this season, the development work has paid off. At the same time, the know-how gained and tried out in motor racing provides insights that go directly into volume production development.
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<blockquote><p><em>We not only provide electric drives for cars, buses and commercial vehicles. Our specially developed technology also delivers in extreme motor racing where every watt-second from the battery, top efficiency and every hundredth of a second count.</em><div align="right">&mdash;Jörg Grotendorst, Head of ZF’s E-Mobility Division</div></p></blockquote>
<p>
At the last Formula E in Hong Kong, Edoardo Mortara brought home the first racing victory for Venturi. A fifth place by ex-Formula-1 pilot Felipe Massa rounded off the most successful racing weekend to date for the two partners Venturi and ZF.
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<blockquote><p><em>It’s fascinating to adapt technologies to motorsports with the main focus on performance and every last hundredth of a second. We developed our drive concept in just a few months, which was important because we only had one and a half years until the first trials on the race track.</em><div align="right">&mdash;Tobias Hofmann, Project Manager for the Formula-E drive</div></p></blockquote>
<p>
During this time, the ZF engineers got everything together from concept to parts procurement to testing on the test bench to produce a high-performance drive that accomplished its first race in Saudi Arabia another eight months later.
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<blockquote><p><em>The development phase was extremely dynamic, with lots of variables and short-term changes and design loops.</em><div align="right">&mdash;Tobias Hofmann</div></p></blockquote>
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That introduced key drive requirements even at late stages&mdash;for example the “attack mode” that gives the pilot a short 25 kW-boost for overtaking maneuvers.
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<p>
Specific parameters were defined from the outset. They included not only improved efficiency and maximum weight saving, but also high durability because the drive components of Formula-E race cars have to stand up to 13 races per season with a total of more than 5,000 racing and qualifying kilometers. The teams can only swap the drive components in each car once because any more would result in drastic time penalties.
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ZF made full use of its systems competence to combine maximum efficiency with weight savings. The result is that the electric drive with specially designed transmission ratio and power electronics achieves much higher energy conversion efficiency than volume production applications.
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The optimal overall package was only possible by uniting materials expertise, toothing and gearing experience, optimal lubrication and cooling and the latest in power electronics.
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For example, for the transmission housing, ZF used a lightweight metal alloy, and in the power electronics even carbon. Both these materials significantly reduce weight compared to conventional materials.
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The engineers had to break new ground with the cooling and lubrication to realize their weight-saving concept of a high-efficiency transmission ratio. A dry sump lubrication increases the energy conversion efficiency in the reduction gears.
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The ZF team used silicon-carbide in the power electronics for the first time. Silicon-carbide chipsets can be designed ten times thinner than current silicon types, so they produce a lower internal resistance. The results are increased battery efficiency and range.
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<b>Insights for volume production development.</b> Experience gained from the racing application will impact on future ZF products, said Grotendorst. One example is silicon carbide in the power electronics, which ZF plans to use in volume production in around three to four years.
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<p>
ZF will transfer its Formula-E experience and data directly into further development of this new technology. Concepts ZF initially developed for racing cars will gradually find their way into volume production applications&mdash;for example, a special winding design for electric motor stators.
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<p>
The development of the electric motorsports drive has also had a positive effect on the test benches. In a drive with the main focus on efficiency, every detail counts. With system efficiency rates close to an ideal 100%, this makes high demands of the measuring accuracy of the test environment. Now this kind of high-precision setup is also improving testing in ZF pilot production projects.
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The need to overcome limits under time pressure and to take new directions will also affect future development projects.
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/Gr7YodgR444" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190320-zf-1.htmlNew Hyundai Sonata based on third-generation vehicle platformtag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a44863fd200c2019-03-20T02:01:00-07:002019-03-20T02:01:00-07:00Hyundai Motor announced that the new generation Sonata, scheduled to go on sale later this month, is based on the new third-generation vehicle platform. Hyundai says that the new platform will improve the market competitiveness of Hyundai’s newest Sonata and future vehicle models with greater flexibility for vehicle development—which enhances...mmillikin
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Hyundai Motor <a href="https://www.hyundainews.com/en-us/releases/2734">announced</a> that the new generation Sonata, scheduled to go on sale later this month, is based on the new third-generation vehicle platform. Hyundai says that the new platform will improve the market competitiveness of Hyundai’s newest Sonata and future vehicle models with greater flexibility for vehicle development&mdash;which enhances overall design, safety, efficiency, power and driving performance.
</p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4486366200c-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a4486366200c img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="Large-35820-All-NewSonataImplementsThird-GenerationVehiclePlatform" title="Large-35820-All-NewSonataImplementsThird-GenerationVehiclePlatform" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4486366200c-550wi" /></a><br /></p>
<p>
The new generation Sonata offers reduced weight and improved fuel efficiency while also achieving stronger durability with the new platform. The platform builds on the former platform’s core advantages, enabling a stable design with a lower center of gravity. The third-generation platform also allows Hyundai to implement sporty and stylish design elements to the new Sonata.
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<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4486362200c-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a4486362200c img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="Large-35820-All-NewSonataImplementsThird-GenerationVehiclePlatform" title="Large-35820-All-NewSonataImplementsThird-GenerationVehiclePlatform" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4486362200c-550wi" /></a><br /></p>
<p>
The platform also delivers a significant improvement in collision safety through the adoption of a multi-load path structure, hot stamping, and super-high tensile steel plate.
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<p align="center"><iframe width="480" height="270" src="//www.youtube.com/embed/i_tMZtVYQE8" frameborder="0" allowfullscreen=""></iframe></p>
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The multi-load path structure increases the energy absorbed by the vehicle in a collision, improving safety with minimization of collision impact into the passenger cabin.
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The platform is designed so that the tires move outward during a small overlap collision to maximize customer safety. Such technology inhibits vehicle from spinning and prevents possible secondary collisions.
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The extended application of hot stamping also prevents deformation of the passenger room, thereby further improving vehicle safety.
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<p><b>Smartstream Powertrain. </b>
The all-new Sonata equipped with the new platform is also expected to improve power and driving performance. It has been developed for possible application of Hyundai’s next-generation engine called the Smartstream Powertrain. (<a href="https://www.greencarcongress.com/2017/10/20171024-hmg.html">Earlier post</a>.)
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<p>
Featuring a system that controls the flow of air, the new platform improves air movement to the engine bay and heat dissipation, which enhances stability in the lower part of the vehicle and minimizes air resistance to deliver improved efficiency and power performance.
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<p>
Stability is enhanced by lowering the position of heavy equipment in the platform, which reduces weight and lowers the center of gravity. In addition, it enables agile handling by dramatically expanding lateral stiffness and positioning the steering closer to the wheel center while also providing stable and balanced driving performance by implementing tire-optimization technology.
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<p>
Noise reduction is also improved with enhanced noise, vibration and harshness (NVH) performance through reinforced sound-absorbing systems in vibration-sensitive parts.
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<blockquote><p><em>Through implementation of the third-generation platform, the new generation Sonata is expected to provide world-class value in overall vehicle performance. Starting with the new Sonata model, Hyundai will gradually expand the use of new platform in order to provide joy of driving and comfort to the customers.</em><div align="right">&mdash;Fayez Abdul Rahman, Vice President, Architecture Group from Hyundai Motor Company</div></p></blockquote>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/4H6w0sWWMuo" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190320-hyundai.htmlUNSW, H2Store to develop hydrogen storage for renewables; residential and commercial P2Gtag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a4718fe6200d2019-03-20T01:30:00-07:002019-03-20T01:30:00-07:00Researchers at UNSW Sydney (Australia), with partner H2Store, an Australian start-up, have received a $3.5-million investment from Providence Asset Group to develop a hydrogen hydride storage system that could mean cheaper, safer storage for renewable energy for a range of applications, including residential. Professor Kondo-Francois Aguey-Zinsou and his team at...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>Researchers at UNSW Sydney (Australia), with partner <a href="https://www.h2store.tech/">H2Store</a>, an Australian start-up, have <a href="https://newsroom.unsw.edu.au/news/science-tech/unsw-develop-hydrogen-storage-renewables">received</a> a $3.5-million investment from Providence Asset Group to develop a hydrogen hydride storage system that could mean cheaper, safer storage for renewable energy for a range of applications, including residential.
</p></p>
<p>
Professor Kondo-Francois Aguey-Zinsou and his <a href="http://www.merlin.unsw.edu.au">team</a> at UNSW’s School of Chemical Engineering have developed a system that provides cheap storage and transportation of hydrogen which they expect will provide a new alternative for energy storage within two years.
</p>
<p>
Professor Aguey-Zinsou’s research group’s expertise is in the synthesis, characterization and application of nanosized hydride materials&mdash;i.e. materials such as magnesium hydride (MgH<sub>2</sub>) and lithium borohydride (LiBH<sub>4</sub>) capable of storing hydrogen. Their research focuses on the fundamental understanding of the behavior of hydride materials at the nanoscale (i.e. with a particle size below 10 nm).
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<p align="center"><iframe width="480" height="270" src="//www.youtube.com/embed/VlCx0_luaHg" frameborder="0" allowfullscreen=""></iframe></p>
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The funding will help them deliver phase one of a four-stage project that includes the creation of prototypes of their hydrogen energy storage solution for residential and commercial use; demonstration units; and testing and optimization that will enable full commercialization of the product.
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<p>
Professor Aguey-Zinsou believes that his invention would offer significant advantages over current power storage solutions for home solar systems, such as the Tesla Powerwall battery.
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<blockquote><p><em>We will be able to take energy generated through solar panels and store it as hydrogen in a very dense form, so one major advantage of our hydrogen batteries is that they take up less space and are safer than the lithium-ion batteries used in many homes today. We can actually store about seven times more energy than the current systems.</p>
<p>This means that in a residential scenario, people will be able to store a lot more energy using the same footprint as Tesla batteries, to potentially power their home, charge their cars and still have excess to sell back to the grid.</em><div align="right">&mdash;Professor Aguey-Zinsou</div></p></blockquote>
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Professor Aguey-Zinsou is one of the co-founders of H2Store.
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<p>
UNSW and H2Store expect their solution to offer other advantages over current energy storage systems, including a lifespan of about 30 years compared with less than 10 for other systems.
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<blockquote><p><em>As the hydrogen technology develops, we will see a new cost-effective alternative to chemical batteries, remote electricity generation, household heating and increased range of hydrogen vehicles. Over the next two years we will develop a range of storage options for individuals, households and energy providers, including a solar farm ‘battery’ system to provide grid stability across Australia. </em><div align="right">&mdash;Llewellyn Owens, H2Store CEO and Co-founder</div></p></blockquote>
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The team hopes to have a 5 kW home storage system prototype ready by the end of 2019 and a product on the market late in 2020.
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<p>
The researchers are also working on a large-scale storage system for solar and wind farms that will include the design of storage vessels suitable for hydrogen export. These vessels have potential to replace diesel in remote generation and large transport applications.
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<p>
Dedicated to the “green city life” concept, the Providence Asset Group invest in and develop clean and cost-effective renewable technologies.
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/ar3zi2LKVbM" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190320-unsw.htmlHyundai Motor Group invests $300M in India’s largest mobility service provider Olatag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a471801a200d2019-03-20T01:00:00-07:002019-03-20T01:00:00-07:00Hyundai Motor Group and India-based Ola—one of the world’s largest ride-hailing platforms—announced a strategic partnership under which Hyundai Motor Company and Kia Motors Corporation will make their biggest combined investment to date, as part the Group’s continued efforts to become a Smart Mobility Solutions Provider. The agreement will see the...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>
Hyundai Motor Group and India-based Ola&mdash;one of the world’s largest ride-hailing platforms&mdash;<a href="https://alerts.thenewsmarket.com/t/ViewEmail/i/FAE67C9DFB2BD9012540EF23F30FEDED/E7157287AD86983C0F8C96E86323F7F9">announced</a> a strategic partnership under which Hyundai Motor Company and Kia Motors Corporation will make their biggest combined investment to date, as part the Group’s continued efforts to become a Smart Mobility Solutions Provider.
</p>
<p>
The agreement will see the three companies extensively collaborate on developing unique fleet and mobility solutions; building India-specific electric vehicles and infrastructure; and nurture opportunities and offerings for aspiring driver partners with customized vehicles on the Ola platform. Hyundai and Kia will invest a total of US$300 million in Ola.
</p>
<blockquote><p><em>India is the centerpiece of Hyundai Motor Group’s strategy to gain leadership in the global mobility market and our partnership with Ola will certainly accelerate our efforts to transform into a Smart Mobility Solutions Provider. Hyundai will proactively respond to market changes and persistently innovate to deliver greater value to our customers.</em><div align="right">&mdash;Euisun Chung, Executive Vice Chairman of Hyundai Motor Group</div></p></blockquote>
<p></p>
<blockquote><p><em>We’re very excited about our partnership with Hyundai, as Ola progresses to build innovative and cutting-edge mobility solutions for a billion people. Together, we will bring to market a new generation of mobility solutions, as we constantly expand our range of offerings for our consumers.</p>
<p>This partnership will also significantly benefit driver-partners on our platform, as we collaborate with Hyundai to build vehicles and solutions that enable sustainable earnings for millions of them, in the time to come.</em><div align="right">&mdash;Bhavish Aggarwal, Co-founder and CEO of Ola</div></p></blockquote>
<p>
As part of the strategic collaboration, the companies have agreed to co-create solutions to operate and manage fleet vehicles, marking the Group’s first foray into the industry, as they expand operations from automobile manufacturing and sales to total fleet solutions.
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<p>
The partnership will offer Ola drivers various financial services, including lease and instalment payments, while vehicle maintenance and repair services are expected to enhance customer satisfaction.
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<p>
Hyundai, Kia and Ola have also agreed to coordinate efforts to develop cars and specifications that reflect the needs of the ride hailing market (both users and drivers). Data accumulated during service operation will allow the companies to make constant vehicle improvements to better meet local needs and specifications.
</p>
<p>
Hyundai Motor Group expects to accelerate its transition from a car manufacturer into a Smart Mobility Solutions Provider, as the partnership’s initiatives will allow it to engage in all aspects across the entire mobility value chain&mdash;including vehicle production, fleet operation and mobility services.
</p>
<p>
Ola aims to create more than two million livelihood opportunities in the mobility ecosystem by 2022. This partnership will help accelerate micro-entrepreneurship in India’s growing pool of aspiring driver-partners. Ola already hosts more than 1.3 million partners on its platform and will further empower hundreds of thousands more, with access to tailored offerings across vehicles, financing, insurance and more, substantially bringing down the total cost of ownership for partners.
</p>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/du6t5PcgcYQ" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190320-ola.htmlZF takes 60% stake in mobility provider 2getthere, provider of automated electric passenger transport systemstag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a44852e7200c2019-03-20T00:30:00-07:002019-03-20T00:30:00-07:00ZF Friedrichshafen AG has acquired a 60% share of 2getthere B.V. The company offers complete automated transport systems and is located in Utrecht/Netherlands, with offices in San Francisco, Dubai and Singapore. Applications range from driverless electric transport systems at airports, business and theme parks to dedicated urban transport infrastructures. With...mmillikin
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ZF Friedrichshafen AG has <a href="https://press.zf.com/press/en/releases/release_4097.html">acquired</a> a 60% share of 2getthere B.V. The company offers complete automated transport systems and is located in Utrecht/Netherlands, with offices in San Francisco, Dubai and Singapore. Applications range from driverless electric transport systems at airports, business and theme parks to dedicated urban transport infrastructures.
</p>
<p>
With this strategic investment, ZF is strengthening its position in the growth markets of Mobility-as-a-Service solutions, autonomous transport systems, and shared autonomous vehicles.
</p>
<p>
The majority stake in 2getthere complements ZF’s existing investments and co-operations, such as the e.GO Moove, a joint venture with e.GO Mobile AG, which targets the production of the e.GO Mover autonomous minibus, as well as Transdev, a leading operator and global provider of integrated mobility solutions.
</p>
<blockquote><p><em>2getthere has more than three decades of experience in the market of autonomous passenger transport vehicles as well as unique engineering and software competences. This acquisition supports our strategy to become a leading autonomous transportation systems supplier in the booming new mobility market.</em><div align="right">&mdash;Wolf-Henning Scheider, Chairman of the Board of Management at ZF Friedrichshafen AG</div></p></blockquote>
<p>
2getthere was founded in 1984 and has accumulated more than 100 million kilometers of autonomous mileage with driverless passenger and cargo transport systems in several major cities worldwide, including Rotterdam, Abu Dhabi and Singapore, as well as numerous ports and airports.
</p>
<p>
2getthere’s fully electric driverless systems at business parks in Rivium (Capelle aan den IJssel) and Masdar City (Abu Dhabi) have transported more than 14 million people reliably and safely. The reliability of the systems installed by 2getthere, including vehicle controls and software architecture, exceeds 99.7%.
</p>
<blockquote><p><em>The market for driverless electric transport systems is developing dynamically. We want to continue to lead the market and the involvement of ZF is helping us to realize our growth plans, accelerate our technology roadmap and provide the required security for new and existing customers. The technological cooperation with ZF will support 2getthere’s work for the delivery of mixed traffic applications like Rivium and Brussels Airport.</em><div align="right">&mdash;Carel C. van Helsdingen, founder and CEO of 2getthere</div></p></blockquote>
<p>
Looking at the past three years alone, the company’s revenue has increased by 60%.
</p>
<p>
In the future, ZF and 2getthere will work closely together to further develop technologies for autonomous transport systems.
</p>
<p>
The two companies agreed not to disclose the transaction volume.
</p>
</div>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/W90CWw9tJfg" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190320-zf.htmlXL delivers 154 hybrid GMC Savana vans to CalVans; largest single hybrid van deployment in Californiatag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a4961cbd200b2019-03-20T00:01:00-07:002019-03-20T00:01:00-07:00XL delivered 154 hybrid electric (HEV) GMC Savana Cargo vans to the California Vanpool Authority (also known as CalVans) to improve the fuel efficiency and sustainability of its agriculture transportation fleet. According to the company, the order represents the largest single hybrid electric van deployment in California to date. The...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>
XL delivered 154 hybrid electric (HEV) GMC Savana Cargo vans to the California Vanpool Authority (also known as <a href="https://calvans.org">CalVans</a>) to improve the fuel efficiency and sustainability of its agriculture transportation fleet. According to the company, the order represents the largest single hybrid electric van deployment in California to date.
</p>
<p>
The new vans offer clean and affordable transportation to seasonal agricultural workers, who often travel up to 85 miles each way to their job sites.
</p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4961c8d200b-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a4961c8d200b img-responsive" style="width: 75%; display: block; margin-left: auto; margin-right: auto;" alt="News_events_header" title="News_events_header" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4961c8d200b-550wi" /></a><br /></p>
<p>
Since 2001, CalVans has been working to reduce its total number of vehicle miles traveled annually, while also reducing greenhouse emissions. Over the last two years, CalVans has eliminated more than 218 million miles traveled and reduced greenhouse gas by approximately 120 metric tons through their CalVans vanpools.
</p>
<p>
The company’s efforts will be elevated by incorporating hybrid electric vehicles into their Agricultural Industries Transportation Services (AITS) program, which provides qualified agricultural workers with safe, affordable transportation.
</p>
<p>
The project, funded by the California Air Resources Board, is increasing access to zero-emission and near zero-emission transportation and mobility options for low-income residents.
</p>
<p>
CalVans expects to realize a 25% increase in MPG from its XL hybrid electric vans, compared to its standard gasoline-powered fleet vehicles, saving money on fuel costs while helping to achieve sustainability goals.
</p>
<blockquote><p><em>CalVans is dedicated to improving air quality for communities most impacted by pollution by increasing access to clean transportation. After exploring battery electric options, we quickly realized that upfitting our GMC Savana vans with XL’s hybrid electric technology would be the best option to help improve our MPG and reduce emissions in a cost-effective way.</em><div align="right">&mdash;Ronald Hughes, executive director of the California Vanpool Authority</div></p></blockquote>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/y_XMuQVZHwk" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190320-xl.htmlDoes e-commerce affect the amount of travel in the United States?tag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a4481a4d200c2019-03-19T06:22:21-07:002019-03-19T06:24:34-07:00by Michael Sivak. Recently, the amount of retail e-commerce in the United States increased rapidly in terms of both the absolute volume and the percentage of all sales. For example, retail e-commerce sales during the fourth quarter of 2007 totaled $36.2 billion (in current dollars), or 3.5% of all retail...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>
by Michael Sivak.
</p>
<p>
Recently, the amount of retail e-commerce in the United States increased rapidly in terms of both the absolute volume and the percentage of all sales. For example, retail e-commerce sales during the <a href="https://www2.census.gov/retail/releases/historical/ecomm/07q4.pdf">fourth quarter of 2007</a> totaled $36.2 billion (in current dollars), or 3.5% of all retail sales. During the <a href="https://www2.census.gov/retail/releases/historical/ecomm/17q4.pdf">fourth quarter of 2017</a> retail e-commerce sales totaled $119.0 billion, or 9.1% of all retail sales. This analysis examined whether one can discern any influence of the growth of e-commerce on the amount of travel.
</p>
<p>
The data for this analysis came from ATUS—the <a href="https://www.bls.gov/tus">American Time Use Survey</a>. ATUS is an annual time-diary study by the U.S. Bureau of Labor Statistics. It provides nationally representative estimates of the amount of time people spend doing various activities. Of interest in this study were the following three variables from ATUS related to “purchasing goods and services.”
</p>
<ul><li><p>Average time spent traveling per day <i>for all persons</i> in connection with purchasing goods and services</p></li>
<li><p>Average percentages of persons traveling per day in connection with purchasing goods and services</p></li>
<li><p>Average time spent traveling per day <i>for persons who traveled</i> in connection with purchasing goods and services</p></li></ul>
<p>
The data used are for persons 15 years of age and older, and they apply to all days of the week. The years analyzed were 2007 and 2017 (the latest available survey year).
</p>
<p>
The table below shows the results of the analysis related to travel in connection with purchasing goods and services. The values in the parentheses are standard errors.
</p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a495e0d5200b-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a495e0d5200b img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="Sivak" title="Sivak" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a495e0d5200b-550wi" /></a><br /></p>
<p>
Given the sizes of the standard errors, none of the three variables of interest showed a statistically significant difference between 2007 and 2017.
</p>
<p>
In conclusion:
</p>
<ul><li><p>This analysis did not detect any statistically significant changes from 2007 to 2017 in the amount of travel in connection with purchasing goods and services or in the percentage of persons traveling in connection with these activities.</p></li>
<li><p>This finding does not preclude the possibility that statistically significant changes would have been present for traveling in connection with purchasing goods and services if this broad group were to exclude goods and services that cannot be purchased online (e.g., purchasing gasoline).</p></li></ul>
<hr>
<p>
<i>Michael Sivak is the managing director of <a href="https://www.sivakappliedresearch.com">Sivak Applied Research</a> and the former director of <a href="http://www.umich.edu/~umtriswt/">Sustainable Worldwide Transportation at the University of Michigan</a>.</i>
</p>
<pre><code>
</code></pre>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/qqs9dZCZggk" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190319-sivak.htmlStanford researchers develop new electrolysis system to split seawater into hydrogen and oxygentag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a4711dcb200d2019-03-19T03:00:00-07:002019-03-19T03:00:00-07:00A Stanford-led team has developed a new electrolysis system to split seawater in hydrogen and oxygen. Their findings are published in an open-access paper in the Proceedings of the National Academy of Sciences. Existing water-splitting methods rely on highly purified water—a precious resource and costly to produce. Hongjie Dai and...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>
A Stanford-led team has <a href="https://news.stanford.edu/2019/03/18/new-way-generate-hydrogen-fuel-seawater/">developed</a> a new electrolysis system to split seawater in hydrogen and oxygen. Their findings are published in an open-access paper in the <i>Proceedings of the National Academy of Sciences</i>. Existing water-splitting methods rely on highly purified water&mdash;a precious resource and costly to produce.
</p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a495b9ff200b-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a495b9ff200b img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="Hydrogen_fuel" title="Hydrogen_fuel" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a495b9ff200b-550wi" /></a><br /></p>
<p align="center" style="FONT-SIZE: 12px; FONT-FAMILY: Geneva,Arial,Helvetica,sans-serif;">Hongjie Dai and his research lab at Stanford University have developed a prototype that can generate hydrogen fuel from seawater. (Image credit: Courtesy of H. Dai, Yun Kuang, Michael Kenney)</p>
<blockquote><p><em>Electrolysis of water to generate hydrogen fuel is an attractive renewable energy storage technology. However, grid-scale freshwater electrolysis would put a heavy strain on vital water resources. Developing cheap electrocatalysts and electrodes that can sustain seawater splitting without chloride corrosion could address the water scarcity issue. </p>
<p>Here we present a multilayer anode consisting of a nickel–iron hydroxide (NiFe) electrocatalyst layer uniformly coated on a nickel sulfide (NiSx) layer formed on porous Ni foam (NiFe/NiSx-Ni), affording superior catalytic activity and corrosion resistance in solar-driven alkaline seawater electrolysis operating at industrially required current densities (0.4 to 1 A/cm<sup>2</sup>) over 1,000 h. </p>
<p>A continuous, highly oxygen evolution reaction-active NiFe electrocatalyst layer drawing anodic currents toward water oxidation and an in situ-generated polyatomic sulfate and carbonate-rich passivating layers formed in the anode are responsible for chloride repelling and superior corrosion resistance of the salty-water-splitting anode.</em><div align="right">&mdash;Kuang <i>et al.</i></div></p></blockquote>
<p>
Theoretically, to power cities and cars, you need so much hydrogen it is not conceivable to use purified water, said Hongjie Dai, J.G. Jackson and C.J. Wood professor in chemistry in Stanford’s School of Humanities and Sciences and co-senior author on the paper.
</p>
<p>
Dai said his lab showed proof-of-concept with a demo, but the researchers will leave it up to manufacturers to scale and mass produce the design.
</p>
<p>
Water splitting with electricity&mdash;electrolysis&mdash;is a simple and old idea: a power source connects to two electrodes placed in water. Negatively charged chloride in seawater salt can corrode the anode, however, limiting the system’s lifespan. Dai and his team wanted to find a way to stop those seawater components from breaking down the submerged anodes.
</p>
<p>
The researchers discovered that if they coated the anode with layers that were rich in negative charges, the layers repelled chloride and slowed down the decay of the underlying metal.
</p>
<p>
They layered nickel-iron hydroxide on top of nickel sulfide, which covers a nickel foam core. The nickel foam acts as a conductor&mdash;transporting electricity from the power source&mdash;and the nickel-iron hydroxide sparks the electrolysis, separating water into oxygen and hydrogen.
</p>
<p>
During electrolysis, the nickel sulfide evolves into a negatively charged layer that protects the anode. Just as the negative ends of two magnets push against one another, the negatively charged layer repels chloride and prevents it from reaching the core metal.
</p>
<p>
Without the negatively charged coating, the anode only works for around 12 hours in seawater, according to Michael Kenney, a graduate student in the Dai lab and co-lead author on the paper.
</p>
<blockquote><p><em>The whole electrode falls apart into a crumble. But with this layer, it is able to go more than a thousand hours.</em><div align="right">&mdash;Michael Kenney</div></p></blockquote>
<p>
Previous studies attempting to split seawater for hydrogen fuel had run low amounts of electric current, because corrosion occurs at higher currents. But Dai, Kenney and their colleagues were able to conduct up to 10 times more electricity through their multi-layer device, which helps it generate hydrogen from seawater at a faster rate.
</p>
<blockquote><p><em>I think we set a record on the current to split seawater.</em><div align="right">&mdash;Hongjie Dai</div></p></blockquote>
<p>
The team members conducted most of their tests in controlled laboratory conditions, where they could regulate the amount of electricity entering the system. But they also designed a solar-powered demonstration machine that produced hydrogen and oxygen gas from seawater collected from San Francisco Bay.
</p>
<p>
Without the risk of corrosion from salts, the device matched current technologies that use purified water.
</p>
<p>
The technology could be used for purposes beyond generating energy. Since the process also produces breathable oxygen, divers or submarines could bring devices into the ocean and generate oxygen down below without having to surface for air.
</p>
<blockquote><p><em>One could just use these elements in existing electrolyzer systems and that could be pretty quick. It’s not like starting from zero&mdash;it’s more like starting from 80 or 90 percent.</em><div align="right">&mdash;Hongjie Dai</div></p></blockquote>
<p>
Other co-lead authors include visiting scientist Yun Kuang from Beijing University of Chemical Technology and Yongtao Meng of Shandong University of Science and Technology. Additional authors include Wei-Hsuan Hung, Yijin Liu, Jianan Erick Huang, Rohit Prasanna and Michael McGehee.
</p>
<p>
This work was funded by the US Department of Energy, National Science Foundation, National Science Foundation of China and the National Key Research and Development Project of China.
</p>
<p><b>Resources</b></p>
<ul><li><p>
Yun Kuang, Michael J. Kenney, Yongtao Meng, Wei-Hsuan Hung, Yijin Liu, Jianan Erick Huang, Rohit Prasanna, Pengsong Li, Yaping Li, Lei Wang, Meng-Chang Lin, Michael D. McGehee, Xiaoming Sun, Hongjie Dai (2019) “Solar-driven, highly sustained splitting of seawater into hydrogen and oxygen fuels”
<i>Proceedings of the National Academy of Sciences</i> doi: <a href="http://dx.doi.org/10.1073/pnas.1900556116">10.1073/pnas.1900556116</a></p></li></ul>
</div>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/K1tjNQJN2nA" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190319-dai.htmlEaton contributing several components to DOE SuperTruck II programtag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a471199e200d2019-03-19T02:30:00-07:002019-03-19T02:30:00-07:00Eaton announced it is contributing several components to truck manufacturers participating in the U.S. Department of Energy’s (DOE) SuperTruck II program. (Earlier post.) SuperTruck II is a partnership between the DOE, truck manufacturers and equipment suppliers seeking to improve freight efficiency to more than 100% over an equivalent 2009 model,...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>
Eaton <a href="https://www.businesswire.com/news/home/20190318005719/en/Eaton-Contributing-Leading-Edge-Technologies-SuperTruck-II/?feedref=JjAwJuNHiystnCoBq_hl-YKT6SDyMw5Lye4ovXwHmkqD8R-QU5o2AvY8bhI9uvWSD8DYIYv4TIC1g1u0AKcacnnViVjtb72bOP4-4nHK5idAXrgr_e1ZUbxvK6BY66Xm">announced</a> it is contributing several components to truck manufacturers participating in the U.S. Department of Energy’s (DOE) SuperTruck II program. (<a href="https://www.greencarcongress.com/2016/03/20160302-supertruck.html">Earlier post</a>.)
</p>
<p>
SuperTruck II is a partnership between the DOE, truck manufacturers and equipment suppliers seeking to improve freight efficiency to more than 100% over an equivalent 2009 model, and to improve engine brake thermal efficiency performance to 55% or greater. The $100-million program is funded by the Vehicle Technologies Office of the US DOE and industry partners.
</p>
<p>
Eaton is supplying a number of leading-edge technologies that improve fuel economy and reduce emissions to Original Equipment Manufacturer (OEM) teams. These include a high-efficiency transmission that achieves additional fuel savings by enabling engine-off coasting and waste heat recovery; a 48-volt mild hybrid electrically regenerative accessory drive that charges the vehicle’s batteries, efficiently runs the air conditioner and other accessories, and replaces the alternator in linehaul commercial vehicles; and precise exhaust gas recirculation controllers that enable simultaneous fuel and emissions reductions.
</p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a495b534200b-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a495b534200b img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="02_48-Volt-Mild-Hybrid_(2)" title="02_48-Volt-Mild-Hybrid_(2)" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a495b534200b-550wi" /></a><br /></p>
<p align="center" style="FONT-SIZE: 12px; FONT-FAMILY: Geneva,Arial,Helvetica,sans-serif;">The Eaton 48-volt mild hybrid accessory drive captures energy while driving and is used to keep the sleeper cab comfortable overnight without idling the engine. </p>
<p>
SuperTruck II is a continuation of the DOE’s SuperTruck initiative, which launched in 2010 with the goal to improve heavy-duty truck freight efficiency by 50%. The long-term objective of the project is to develop technology that can lead to cleaner, more efficient heavy-duty trucks, which haul 80% of goods in the United States and use about 28 billion gallons of fuel per year, accounting for around 22% of total transportation energy usage.
</p>
<p>
In addition to the components Eaton is supplying to the SuperTruck teams, it offers several other technologies that help truck manufacturers achieve stringent upcoming fuel economy and emissions regulations.
</p>
<blockquote><p><em>Since 2008, Eaton’s Vehicle Group has been laser-focused on reducing emissions and fuel consumption. We have&mdash;and continue to develop&mdash;technologies that reduce NO<sub>x</sub> emissions and improve the overall fuel economy of internal combustion diesel engines, as well technologies for electric, hybrid and fuel cell commercial vehicles.</em><div align="right">&mdash;Dr. Mihai Dorobantu, director, Technology Planning and Government Affairs, Eaton’s Vehicle Group</div></p></blockquote>
<p>
Several products take advantage of Eaton’s modular variable valve actuation technology, which allows OEMs to choose the technologies they want to use based on their needs.
</p>
<p>
Examples of what Eaton’s Vehicle Group offers include diesel cylinder deactivation (CDA) and variable valve actuation (VVA) technologies. Both technologies can be used to reduce fuel consumption between 5 and 25%, increase the rate of aftertreatment warmup and maintain higher temperatures during load operation. CDA and VVA technologies can also be used at road loads to achieve active diesel particulate (DPF) regenerations without requiring the traditional method of dosing the diesel oxidation catalyst.
</p>
<p>
Eaton’s CDA technology can operate at up to three to four bar BMEP at all speeds, which reduces emissions by improving aftertreatment thermal management while providing better fuel economy. Similarly, intake valve modulation can be used at higher loads to enable Miller cycle operation to improve engine fuel efficiency.
</p>
<p>
Another technology to help on the path to regulation compliance is Eaton’s TVS EGR pump, which is designed to save fuel while meeting new global emission regulations.
</p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a495b582200b-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a495b582200b img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="Eaton-tvs-egr-pump-1" title="Eaton-tvs-egr-pump-1" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a495b582200b-550wi" /></a><br /></p>
<p align="center" style="FONT-SIZE: 12px; FONT-FAMILY: Geneva,Arial,Helvetica,sans-serif;">Eaton’s TVS EGR pump is driven by a 48V electric motor, making it completely independent from engine speed and significantly more controllable.</p>
<p>
Eaton’s positive-displacement TVS EGR pump enables the use of a high-efficiency turbomachinery to lower engine pumping losses and increase fuel economy. The TVS EGR pump is driven by a 48-volt electric motor, making its operation completely independent from engine speed and significantly more controllable than competitive pumpless EGR systems.
</p>
<p>
Additionally, Eaton’s new engine decompression brake can help OEMs with regulatory compliance. Fuel economy and emissions regulations are driving engine downsizing and down speeding in commercial vehicles, which is resulting in the need for higher braking efficiency to maintain braking effectiveness at lower speeds.
</p>
<p>
Other variable valvetrain functions include early exhaust valve opening (EEVO) and internal exhaust gas recirculation (iEGR), which help heat the exhaust for improved catalyst efficiency and improved emissions.
</p>
<p>
Eaton’s hydraulic lash adjuster (HLA) technology optimizes the valvetrain performance by providing precise valve seating over the life of the vehicle. Other benefits include noise reduction and service elimination for manual valvetrain lash settings.
</p>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/MjjdiJ7u_bE" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190319-eaton.htmlToyota Research Institute-Advanced Development, NVIDIA partner to accelerate use of autonomous vehicles and AI technologiestag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a447eb56200c2019-03-19T02:00:00-07:002019-03-19T02:00:00-07:00Toyota Research Institute-Advanced Development (TRI-AD) and NVIDIA announced a new collaboration to develop, train and validate self-driving vehicles. The partnership builds on an ongoing relationship with Toyota to utilize the NVIDIA DRIVE AGX Xavier AV computer and is based on close development between teams from NVIDIA, TRI-AD in Japan and...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>Toyota Research Institute-Advanced Development (<a href="https://www.tri-ad.global">TRI-AD</a>) and NVIDIA <a href="https://nvidianews.nvidia.com/news/nvidia-and-toyota-research-institute-advanced-development-partner-to-create-safer-autonomous-transportation">announced</a> a new collaboration to develop, train and validate self-driving vehicles. The partnership builds on an ongoing relationship with Toyota to utilize the NVIDIA DRIVE AGX Xavier AV computer and is based on close development between teams from NVIDIA, TRI-AD in Japan and Toyota Research Institute (TRI) in the United States. </p>
<p>The broad partnership includes advancements in:</p>
<ul><li><p>AI computing infrastructure using NVIDIA GPUs</p></li>
<li><p>Simulation using the NVIDIA DRIVE Constellation platform (<a href="https://www.greencarcongress.com/2018/03/20180328-nvidia.html">earlier post</a>)</p></li>
<li><p>In-car AV computers based on DRIVE AGX Xavier or DRIVE AGX Pegasus</p></li></ul>
<p>
The agreement includes the development of an architecture that can be scaled across many vehicle models and types, accelerating the development and production timeline, and simulating the equivalent of billions of miles of driving in challenging scenarios.
</p>
<blockquote><p><em>Our vision is to enable self-driving vehicles with the ultimate goal of reducing fatalities to zero, enabling smoother transportation, and providing mobility for all. Our technology collaboration with NVIDIA is important to realizing this vision. We believe large-scale simulation tools for software validation and testing are critical for automated driving systems.</em><div align="right">&mdash;Dr. James Kuffner, CEO of TRI-AD</div></p></blockquote>
<blockquote><p><em>Self-driving vehicles for everyday use and commercial applications in countless industries will soon be commonplace. Everything that moves will be autonomous. Producing all these vehicles at scale will require a connected collaboration for all elements of the system. Our relationship with TRI-AD and TRI is a model for that collaboration.</em><div align="right">&mdash;NVIDIA founder and CEO Jensen Huang</div></p></blockquote>
<p>
AI, and specifically deep learning, has become a vital tool for the production of next-generation automated vehicles, particularly because of the need to recognize and handle the nearly infinite number of scenarios encountered on the road.
</p>
<p>
Simulation has proven to be a valuable tool for testing and validating AV hardware and software before it is put on the road. As part of the collaboration, TRI-AD and TRI are utilizing the NVIDIA DRIVE Constellation platform&mdash;introduced at GTC (NVIDIA’s GPU Technology Conference) last year&mdash;for components of their simulation workflow.
</p>
<p>
DRIVE Constellation is a data center solution, comprising two side-by-side servers. The first server&mdash;Constellation Simulator&mdash;uses NVIDIA GPUs running DRIVE Sim software to generate the sensor output from a virtual car driving in a realistic virtual world.
</p>
<p>
The second server&mdash;Constellation Vehicle&mdash;contains the DRIVE AGX car computer, which processes the simulated sensor data. The driving decisions from Constellation Vehicle are fed back into Constellation Simulator, aiming to realize bit-accurate, timing-accurate hardware-in-the-loop testing.
</p>
<p>
This end-to-end simulation toolchain will help enable Toyota, TRI-AD and TRI to bring automated vehicles to market.
</p>
<p>
DRIVE Constellation is an open platform into which ecosystem partners can integrate their environment models, vehicle models, sensor models and traffic scenarios. By incorporating datasets from the broader simulation ecosystem, the platform can generate comprehensive, diverse and complex testing environments.
</p>
<p>
Toyota Research Institute-Advanced Development, Inc. focuses on the advanced development of software for automated driving efforts. Its mission is to build the world’s safest automated driving car, as well as strengthening coordination with Toyota Research Institute (TRI) and the research and advanced development teams within the Toyota Group.
</p>
<p>
Activities include developing automated driving software, leveraging data-handling capabilities and creating a straight line from research to commercialization.
</p>
<p>
Toyota Research Institute is a wholly owned subsidiary of Toyota Motor North America under the direction of Dr. Gill Pratt. The company, established in 2016, aims to strengthen Toyota’s research structure and has four initial mandates: 1) enhance the safety of automobiles; 2) increase access to cars to those who otherwise cannot drive; 3) translate Toyota’s expertise in creating products for outdoor mobility into products for indoor mobility; and 4) accelerate scientific discovery by applying techniques from artificial intelligence and machine learning.
</p>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/992CcB_bgEQ" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190319-triad.htmlNVIDIA introduces DRIVE AP2X; complete Level 2+ autonomous vehicle platformtag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a495b34c200b2019-03-19T01:46:00-07:002019-03-19T01:46:00-07:00At its GPU Technology Conference, NVIDIA announced NVIDIA DRIVE AP2X—a complete Level 2+ automated driving solution encompassing DRIVE AutoPilot software, DRIVE AGX and DRIVE validation tools. DRIVE AP2X incorporates DRIVE AV autonomous driving software and DRIVE IX intelligent cockpit experience. Each runs on the high-performance, energy-efficient NVIDIA Xavier system-on-a-chip (SoC)...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>
At its GPU Technology Conference, NVIDIA <a href="https://blogs.nvidia.com/blog/2019/03/18/drive-ap2x-worlds-most-complete-level-2-platform/">announced</a> NVIDIA DRIVE AP2X&mdash;a complete Level 2+ automated driving solution encompassing DRIVE AutoPilot software, DRIVE AGX and DRIVE validation tools.
</p>
<p>
DRIVE AP2X incorporates DRIVE AV autonomous driving software and DRIVE IX intelligent cockpit experience. Each runs on the high-performance, energy-efficient NVIDIA Xavier system-on-a-chip (SoC) utilizing DriveWorks acceleration libraries and DRIVE OS, a real-time operating system.
</p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4711753200d-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a4711753200d img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="Auto-web-devzone-diagram-cleanup-923170-marketecture-11" title="Auto-web-devzone-diagram-cleanup-923170-marketecture-11" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4711753200d-550wi" /></a><br /></p>
<p align="center" style="FONT-SIZE: 12px; FONT-FAMILY: Geneva,Arial,Helvetica,sans-serif;">NVIDIA DRIVE AP2X encompasses a full-stack autonomous driving software solution.</p>
<p>
DRIVE AP2X Software 9.0, which will be released next quarter, adds a wide range of new autonomous driving capabilities. It includes more deep neural networks, facial recognition capabilities and additional sensor integration options.
</p>
<p>
To enhance mapping and localization, DRIVE AP2X software will include MapNet, a DNN (deep neural network) that identifies lanes and landmarks. For robust and comfortable lane-keeping, a suite of three distinct path planning DNNs will provide greater accuracy and safety.
</p>
<p>
ClearSightNet allows the vehicle to detect camera blindness, as when the sun shines directly into the sensor, or when mud or snow limits its vision. This allows the car to take action to make up for any sensor obstructions.
</p>
<p>
For driver monitoring, a new DNN enables facial recognition. Ecosystem partners and manufacturers can enable face identification to open or start the car as well as make seating and other cabin adjustments.
</p>
<p>
DRIVE AP2X software will also feature new visualization capabilities. To build trust in the autonomous driving capabilities, a confidence view provides vehicle occupants a visualization of the car’s surround camera perception, current speed, speed limit and driver monitoring, all on one screen.
</p>
<p>
<b>Planning and control.</b> NVIDIA also detailed the DRIVE Planning and Control software layer as part of its DRIVE AV software suite.
</p>
<p>
This layer consists of a route planner, a lane planner and a behavior planner that work together to enable a safe and comfortable driving experience. A primary component of the DRIVE Planning and Control software is NVIDIA Safety Force Field (SFF).
</p>
<p>
This robust driving policy analyzes and predicts the dynamics of the surrounding environment. It takes in sensor data and determines a set of actions to protect the vehicle and other road users.
</p>
<p>
NVIDIA SFF protects vehicles from the unpredictability of real-world traffic.
With these latest additions, NVIDIA DRIVE AP2X is the only complete Level 2+ automated driving solution, enabling partners to bring AI-powered driving to the roads sooner.
</p>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/ByirGmvwQm8" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190319-ap2x.htmlFHWA makes BAA awards for Phase 1 Truck Platooning Early Deployment Assessmenttag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a495a8d4200b2019-03-19T01:00:00-07:002019-03-19T01:00:00-07:00The Federal Highway Administration (FHWA) has made awards under the Broad Agency Announcement (BAA) for a Phase 1 Truck Platooning Early Deployment Assessment. This project is being conducted to understand how truck platoons will operate in a realistic, operational environment. Previous research has resulted in the development of truck platooning...mmillikin<div xmlns="http://www.w3.org/1999/xhtml"><p>The Federal Highway Administration (FHWA) has made awards under the Broad Agency Announcement (BAA) for a Phase 1 Truck Platooning Early Deployment Assessment. This project is being conducted to understand how truck platoons will operate in a realistic, operational environment. </p>
<p>Previous research has resulted in the development of truck platooning technology with only limited testing and demonstration in a real-world environment. This project will provide valuable insight into actual truck platooning operations that can be used to inform state and local stakeholders that are making decisions related to truck platooning regulations.</p>
<p>s
The project will assess various aspects of in-service truck platoons that are delivering commercial goods by a fleet operator on their common delivery routes over an extended time period. Various data will be collected, both technical and operational, related to the vehicles, environment, and drivers to assess safety, efficiency, and mobility impacts. The strategy is to partner with and leverage current industry and state agency plans for truck platooning operations.</p>
<p>
The 9-month Phase 1 project awards will perform detailed planning and team building and develop Phase 2 proposals. The Phase 2 project awards will execute the plans, collect data, and conduct evaluations of truck platoons driven by professional drivers delivering commercial goods. Only Phase 1 awardees will be eligible to submit Phase 2 proposals.</p>
<p>
FHWA will work together with the Federal Motor Carrier Safety Administration and Intelligent Transportation Systems Joint Program Office (ITS JPO) to conduct the work. The project is funded by the ITS JPO.</p>
<p>
Phase 1 awards are:</p>
<ul><li><p><strong>Team Lead: Battelle</strong><br>
Key Team Members/Partners: Center for Automotive Research, Pennsylvania State University, SAE International, Saia LTL Freight, Volvo Group, University of Michigan Transportation Research Institute<br>
Proposed Platooning Location: Indiana; Ohio; Pennsylvania<br>
Contract Amount: $499,878</p></li>
<li><p>
<strong>Team Lead: California PATH</strong><br>
Key Team Members/Partners: Caltrans, California Highway Patrol, Cambridge Systematics, I-10 Corridor Coalition, Volvo Group, Westat<br>
Proposed Platooning Location: California; Arizona<br>
Contract Amount: $499,290</p></li>
<li><p><strong>Team Lead: CDM Smith</strong><br>
Key Team Members/Partners: Anheuser-Busch, BGM Consulting, Columbus Region Logistics Council, Ohio Department of Transportation/Drive Ohio, Ohio State University, Ohio Turnpike Commission, Robert Bosch, Sutra Research and Analytics<br>
Proposed Platooning Location: Indiana; Ohio<br>
Contract Amount: $497,379</p></li></ul>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/Jz6UgcE0eVU" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190319-fhwa.htmlAdamas: Shifting cathode chemistries and strong EV sales driving accelerated nickel deployment in Chinatag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a447e21a200c2019-03-19T00:30:00-07:002019-03-19T00:30:00-07:00In January 2019, the Chinese market saw 253% more nickel deployed in passenger EV batteries than the same month the year prior, according to a model-by-model build-up using Adamas Intelligence’s EV Battery Capacity and Battery Metals Tracker. The accelerated deployment of battery nickel in China, due primarily to an ongoing...mmillikin<div xmlns="http://www.w3.org/1999/xhtml"><p>In January 2019, the Chinese market saw 253% more nickel deployed in passenger EV batteries than the same month the year prior, <a href="https://www.adamasintel.com/china-nickel-deployment-january-2019/">according</a> to a model-by-model build-up using Adamas Intelligence’s <a href="https://www.adamasintel.com/subscription/ev-battery-battery-metals-tracker/">EV Battery Capacity and Battery Metals Tracker</a>.</p>
<p>The accelerated deployment of battery nickel in China, due primarily to an ongoing shift from LFP to NCM 523/622 cathodes, has made China the largest market for passenger EV battery nickel, ahead of Japan and the US, which were the two largest markets in January 2018. </p>
<p>
In January 2019, the US overtook Japan to become the second largest market for passenger EV battery nickel globally on the back of strong BEV sales in the US relative to the Japanese market, which has traditionally been dominated by HEV sales. </p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4710d04200d-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a4710d04200d img-responsive" style="width: 95%; display: block; margin-left: auto; margin-right: auto;" alt="6B185361-E34F-4084-B0E5-301B86C19125" title="6B185361-E34F-4084-B0E5-301B86C19125" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4710d04200d-550wi"></img></a><br></p>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/KXXZJDppmtw" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190319-adamas.htmlResearchers explore catalytic partial oxidation reformation of diesel, gasoline, and natural gas for “single-fuel RCCI”tag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a4477310200c2019-03-18T01:30:00-07:002019-03-18T01:30:00-07:00Researchers at Stony Brook University, with colleagues from The City College of New Tyork, Alloy Surfaces and Innoveering, explored the catalytic partial oxidation (CPOX) reforming of three potential transportation-relevant fuels—gasoline, diesel, and natural gas—for use in low-temperature combustion (LTC) engines. They report their results in a paper in the journal...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>
Researchers at Stony Brook University, with colleagues from The City College of New Tyork, Alloy Surfaces and Innoveering, explored the catalytic partial oxidation (CPOX) reforming of three potential transportation-relevant fuels&mdash;gasoline, diesel, and natural gas&mdash;for use in low-temperature combustion (LTC) engines. They report their results in a paper in the journal <i>Fuel</i>.
</p>
<blockquote><p><em>Low Temperature Combustion (LTC) strategies have been researched extensively in recent years due to their potential to achieve high thermal efficiencies while producing significantly lower NO<sub>x</sub> and soot emissions compared to conventional combustion modes. Although they have the aforementioned advantages, most LTC strategies, such as Homogeneous Charge Compression Ignition (HCCI) or Premixed Charge Compression Ignition (PCCI), also have drawbacks; namely, the lack of a direct control over combustion. To address this issue, Reactivity Controlled Compression Ignition (RCCI) was introduced. </p>
<p>In RCCI, a low reactivity fuel is premixed with air while a high reactivity fuel is direct injected into the combustion chamber during the compression stroke, introducing a reactivity gradient within the combustion chamber. Combustion can be directly controlled by varying the ratio of the two fuels and/or adjusting the injection timing of the high reactivity fuel. In RCCI, gasoline and diesel are the most commonly used low and high reactivity fuels, respectively. Although RCCI addresses the issue of combustion control, the requirement of two separate fuel systems is a significant shortcoming. This has led to a specific adaptation technology&mdash;“single-fuel RCCI” where the potential to enable RCCI combustion from a single parent fuel is being investigated.</p>
<p>… “single-fuel RCCI” can be enabled from a single parent fuel with onboard fuel reformation. In this variant of single-fuel RCCI, a branch of the fuel stream would be fed to the engine unaltered, while a separate branch of the fuel stream would be reformed using an onboard fuel reformer. The fuel reformer would react the parent fuel, changing its composition, and creating a new fuel stream whose chemical composition and autoignition properties are distinct from the parent fuel. … With the parent fuel and the reformate, it is possible to enable single-fuel RCCI through onboard fuel reformation. However, the composition, properties, and energy balance of the fuel reformer needs to be precisely quantified. This concept is very attractive due to its ability to enable RCCI combustion from a single parent fuel and therefore is a new, active topic of research. </p>
<p>This paper aims to provide new knowledge concerning the reforming process and the reformate mixtures that are produced through the catalytic partial oxidation of diesel, gasoline, and natural gas, as they relate to onboard reforming strategies for transportation applications.</em><div align="right">&mdash;Hariharan <i>et al.</i></div></p></blockquote>
<p>
The researchers performed reformation at low and high pressure levels for each parent fuel for equivalence ratios ranging from 3.7 to 7.6. They then compared the composition of the reformation products and the energy released during reformation.</p>
<p>Among the findings: </p>
<ol><li><p>For natural gas, methane conversion during reformation at low- pressure is higher than at high-pressure. H<sub>2</sub> and CO formation are inversely proportional to the equivalence ratio. The energy released in natural gas reformation decreases as equivalence ratio increases.</p></li>
<li><p>During the low-pressure reformation, oxidation of gasoline is inversely proportional to the equivalence ratio. During the high- pressure reformation, oxidation of gasoline is near constant. The energy released during the low-pressure reformation of gasoline increases as equivalence ratio decreases.</p></li>
<li><p>The oxidation of diesel is constant, regardless of equivalence ratio or pressure. This results in a relatively constant fraction of energy re-
leased during reformation, irrespective of pressure and equivalence 4. ratio, possibly due to the low temperature chemistry of diesel fuel.</p></li></ol>
<p>
The team then selected two reformate fuels for each parent fuel and tested combustion characteristics in HCCI combustion. The researchers concluded:
</p>
<ol><li><p>The lower heating value of each selected reformate fuel was significantly lower than their parent fuel due to the diluents associated with a CPOX process (N<sub>2</sub>, CO<sub>2</sub>, and H<sub>2</sub>O). These diluents then affected the peak bulk temperature, NO<sub>x</sub>, and CO emissions consistent with the known trends of LTC.</p></li>
<li><p>In both the gasoline and diesel reformates, the peak heat release rate increases when a fraction of N<sub>2</sub> concentration in the reformate fuel is replaced by CO. The required intake temperature subsequently decreased to maintain the combustion phasing.</p></li>
<li><p>However, in the natural gas reformates, when a fraction of N<sub>2</sub> is replaced by CH<sub>4</sub>, the required intake temperature increased due to the high-octane rating of methane.</p></li>
<li><p>Unlike some of the parent fuels, none of the reformate fuels show any low- or intermediate-temperature heat release. Instead, they all underwent single-stage heat release.</p></li>
<li><p>The effective octane rating of the six reformate fuels was determined by their intake temperature requirement to achieve autoignition. They were all similar and they all were slightly harder to autoignite than gasoline or iso-octane, but significantly easier than natural gas.</p></li></ol>
<p><b>Resources</b></p>
<ul><li><p>Deivanayagam Hariharan, Ruinan Yang, Yingcong Zhou, Brian Gainey, Sotirios Mamalis, Robyn E. Smith, Michael A. Lugo-Pimentel, Marco J. Castaldi, Rajinder Gill, Andrew Davis, Dean Modroukas, Benjamin Lawler (2019)
“Catalytic partial oxidation reformation of diesel, gasoline, and natural gas for use in low temperature combustion engines,” <i>Fuel</i> Volume 246, Pages 295-307 doi: <a href="http://dx.doi.org/10.1016/j.fuel.2019.02.003">10.1016/j.fuel.2019.02.003</a></p></li></ul>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/ZsqmH-xj6gU" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/201900318-cpox.htmlUniversity of Utah engineers develop fast method to convert algae to biocrudetag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a49536ed200b2019-03-18T01:00:00-07:002019-03-18T01:00:00-07:00Researchers at the University of have developed an unusually rapid method to deliver cost-effective algal biocrude in large quantities using a specially-designed jet mixer. The new kind of jet mixer extracts lipids from algae with much less energy than the older extraction method, a key discovery that now puts this...mmillikin
<div xmlns="http://www.w3.org/1999/xhtml"><p>
Researchers at the University of have <a href="https://unews.utah.edu/turning-algae-into-fuel/">developed</a> an unusually rapid method to deliver cost-effective algal biocrude in large quantities using a specially-designed jet mixer. The new kind of jet mixer extracts lipids from algae with much less energy than the older extraction method, a key discovery that now puts this form of energy closer to becoming a viable, cost-effective alternative fuel. The new mixer is fast, too, extracting lipids in seconds.
</p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4953698200b-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a4953698200b img-responsive" style="width: 75%; display: block; margin-left: auto; margin-right: auto;" alt="1-s2.0-S2590140018300029-ga1" title="1-s2.0-S2590140018300029-ga1" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a4953698200b-500wi" /></a><br /></p>
<p>
The team’s results were published in an open-access paper in a new peer-reviewed journal, <i>Chemical Engineering Science X</i>.
</p>
<blockquote><p><em>Even as electrified vehicles penetrate the short distance transportation market, high energy density transportation fuels remain essential to long distance transportation. However, scalable high energy density alternatives to fossil fuels remain challenging. Yet, microbial fuels show promise. For example, unlike first generation biofuels that use food crops as fuel sources (e.g., corn), microorganisms (e.g., bacteria, fungi, and algae) may be grown on non-arable land and with saline water, wastewater or/and produced water from mineral and petroleum extraction. Unlike second generation biofuels, which use lignocellulose biomass and suffer from complicated harvest steps, microorganisms have simpler cell structures, produce more lipids per harvestable area, and have shorter growing cycle of microorganisms of at most 7–14 days. These features make microorganisms an interesting candidate as a biofuel source. Technological and economic barriers to industrial scale up remain, with microorganisms (e.g., algae) harvesting ranking among the main challenges.</p>
<p>… Where mass transfer limits the rate at which lipids transfer, confined impinging jet mixers (CIJMs) show promise. These devices drive two or more turbulent jets coaxially into a confined mixing chamber. Although microscale devices, they do not suffer from the slow laminar mixing of microfluidics, because rapid turbulent energy dissipation promotes microscale mixing to accelerate molecular scale processes. Due to the high inlet flow rate and relatively small mixing chamber, the residence time within CIJMs remains small yet the flow structure ensures that feed streams mingle intimately. Furthermore, CIJMs have been used in continuous processing of nanoprecipitation, nanomedicines, and nanoparticle production at industrially relevant scales and rates. </p>
<p>Here we critically evaluate the potential of CIJMs for lipid extraction. … Lipid yield does not vary significantly with the concentration of algae feedstock in the tested algae concentration range, implying that algae culture may be used directly as feedstock to CIJMs without intervening dewatering steps. Algal biocrude obtained from CIJMs converts successfully into biodiesel, and cascades of CIJMs increase the net lipid production. CIJMs provide fast lipid extraction, suggesting compelling opportunities to use CIJMs for extraction generally.</em><div align="right">&mdash;Tseng <i>et al.</i></div></p></blockquote>
<blockquote><p><em>The key piece here is trying to get energy parity. We’re not there yet, but this is a really important step toward accomplishing it. We have removed a significant development barrier to make algal biofuel production more efficient and smarter. Our method puts us much closer to creating biofuels energy parity than we were before.</em><div align="right">&mdash;Leonard Pease, co-author</div></p></blockquote>
<p>Now, in order to extract the oil-rich lipids from the algae, scientists have to pull the water from the algae first, leaving either a slurry or dry powder of the biomass&mdash;the most energy-intensive part of the process. That residue is then mixed with a solvent where the lipids are separated from the biomass. What’s left is a precursor, the biocrude, used to produce algae-based biofuel. </p>
<p>That fuel is then mixed with diesel fuel to power long-haul trucks, tractors and other large diesel-powered machinery. But because it requires so much energy to extract the water from the plants at the beginning of the process, turning algae into biofuel has thus far not been a practical, efficient or economical process.</p>
<p>The Utah team created a new mixing extractor, a reactor that shoots jets of solvent at jets of algae, creating a localized turbulence in which the lipids “jump” a short distance into the stream of solvent. The solvent then is taken out and can be recycled to be used again in the process. </p>
<blockquote><p><em>Our designs ensure you don’t have to expend all that energy in drying the algae and are much more rapid than competing technologies.</em><div align="right">&mdash;University of Utah chemical engineering assistant professor Swomitra “Bobby” Mohanty, co-author</div></p></blockquote>
<p>
This technology could also be applied beyond algae and include a variety of microorganisms such as bacteria, fungi, or any microbial-derived oil, says Mohanty.
</p>
<p>
In 2017, about 5% of total primary energy use in the United States came from biomass, according to the US Department of Energy. Other forms of biomass include burning wood for electricity, ethanol that is made from crops such as corn and sugar cane, and food and yard waste in garbage that is converted to biogas.
</p>
<p>
The benefit of algae is that it can be grown in ponds, raceways or custom-designed bioreactors and then harvested to produce an abundance of fuel. Growing algae in such mass quantities also could positively affect the atmosphere by reducing the amount of carbon dioxide in the air.
</p>
<p><b>Resources</b></p>
<ul><li><p>Yen-Hsun Tseng, Swomitra K. Mohanty, John D. McLennan, Leonard F. Pease (2019) “Algal lipid extraction using confined impinging jet mixers,” <i>Chemical Engineering Science: X</i> Volume 1, 100002 doi: <a href="http://dx.doi.org/10.1016/j.cesx.2018.100002">10.1016/j.cesx.2018.100002</a></p></li></ul>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/o7jNxvG2jyo" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190318-utah.htmlHanyang team improves fast charging capability of graphite anode materials with Al2O3 surface coatingtag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a47099af200d2019-03-18T00:30:00-07:002019-03-18T00:30:00-07:00A team of researchers from Hanyang University in South Korea has demonstrated that surface modification of graphite using amorphous Al2O3 is an efficient way to improve the fast charging capability of graphite anode materials for lithium ion batteries. Schematic illustration of the proposed synthetic route for Al2O3 coated on a...mmillikin
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A team of researchers from Hanyang University in South Korea has demonstrated that surface modification of graphite using amorphous Al<sub>2</sub>O<sub>3</sub> is an efficient way to improve the fast charging capability of graphite anode materials for lithium ion batteries. </p>
<p><a class="asset-img-link" href="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a470997f200d-popup" onclick="window.open( this.href, '_blank', 'width=640,height=480,scrollbars=yes,resizable=yes,toolbar=no,directories=no,location=no,menubar=no,status=no,left=0,top=0' ); return false"><img class="asset asset-image at-xid-6a00d8341c4fbe53ef0240a470997f200d img-responsive" style="width: border:0;; display: block; margin-left: auto; margin-right: auto;" alt="Kim" title="Kim" src="https://bioage.typepad.com/.a/6a00d8341c4fbe53ef0240a470997f200d-550wi" /></a><br /></p>
<p align="center" style="FONT-SIZE: 12px; FONT-FAMILY: Geneva,Arial,Helvetica,sans-serif;">Schematic illustration of the proposed synthetic route for Al<sub>2</sub>O<sub>3</sub> coated on a graphite surface. Kim <i>et al.</i></p>
<p>In a paper in the <i>Journal of Power Sources</i>, the researchers report that surface-engineered graphite with 1 wt% Al<sub>2</sub>O<sub>3</sub> exhibits a reversible capacity of about 337.1 mAh g<sup>−1</sup>, even at a high rate of 4000 mA g<sup>−1</sup>, corresponding to 97.2% of the capacity obtained at a current density of 100 mA g<sup>−1</sup>.
</p>
<blockquote><p><em>Along with rapid expansion of electric vehicle (EV) markets have come greater demands on lithium ion batteries (LIBs). These face various technical challenges for EV applications in terms of energy density, power density, reliability and safety. In particular, fast charging capability is a highly valued feature because it shortens the charging time of LIBs. Unfortunately, current lithium ion battery technology cannot fully meet the desired charging rates for EVs. To resolve this LIB technical drawback, it is of utmost importance to find suitable battery materials that can be operated at extremely fast charging rates without sacrificing the electrochemical performance and safety of the battery. To attain this goal, various strategies have been implemented to improve the charging capability of LIBs with varying levels of success.</p>
<p>… It is well recognized that wettability between the electrolyte and the electrode plays a crucial role in determining the electrochemical performance of LIBs.</p>
<p>… In this work, amorphous Al<sub>2</sub>O<sub>3</sub> was introduced to improve the fast charging capability of graphite anode material. It is well known that amorphous Al<sub>2</sub>O<sub>3</sub> coatings can significantly improve wettability of the battery materials, such as
graphite, and separators. We anticipated that an amorphous
Al<sub>2</sub>O<sub>3</sub> coating would promote electrolyte penetration over the entire surface area of the graphite electrode, thereby enhancing the fast
charging capability of the graphite anode material. </em><div align="right">&mdash;Kim <i>et al.</i></div></p></blockquote>
<p>
Full cell tests adopting LiCoO<sub>2</sub> cathodes and Al<sub>2</sub>O<sub>3</sub>-coated graphite anodes confirmed that the introduction of amorphous Al<sub>2</sub>O<sub>3</sub> can improve the fast charging capability of graphite anode materials.
</p>
<p>
Wettability tests and electrochemical impedance spectroscopy analysis revealed that this fast charging improvement results from the increased electrolyte wettability on the graphite that is induced by the Al<sub>2</sub>O<sub>3</sub> layer on its surface.
</p>
<blockquote><p><em>Our proposed material concept, i.e., introduction of a shell layer to improve the electrolyte wettability of a graphite electrode, may be a practical way of improving the fast charging capability of graphite as an anode material for use in high-power LIBs.</em><div align="right">&mdash;Kim <i>et al.</i></div></p></blockquote>
<p><b>Resources</b></p>
<ul><li><p>Dae Sik Kim, Yeong Eun Kim, Hansu Kim (2019) “Improved fast charging capability of graphite anodes via amorphous Al<sub>2</sub>O<sub>3</sub> coating for high power lithium ion batteries,” <i>Journal of Power Sources</i>, Volume 422, Pages 18-24 doi: <a href="http://dx.doi.org/10.1016/j.jpowsour.2019.03.027">10.1016/j.jpowsour.2019.03.027</a></p></li></ul>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/NbDPduT2DEA" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190318-kim.htmlStudy finds marine workboat engines staying in service two times longer than estimated by EPA; emissions reduction implicationstag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a470a0d1200d2019-03-18T00:01:00-07:002019-03-18T00:01:00-07:00Commercial workboat engines are staying in service more than two times longer than predicted by the US Environmental Protection Agency (EPA), according to new research from the Diesel Technology Forum (DTF) and Environmental Defense Fund (EDF). This finding reveals important opportunities for clean air improvements, especially in large port cities...mmillikin
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Commercial workboat engines are staying in service more than two times longer than predicted by the US Environmental Protection Agency (EPA), <a href="https://www.dieselforum.org/news/research-doubles-service-life-estimate">according</a> to new research from the Diesel Technology Forum (DTF) and Environmental Defense Fund (EDF). This finding reveals important opportunities for clean air improvements, especially in large port cities such as New York and Houston.
</p>
<p>
DTF and EDF’s new report, “<a href="https://www.dieselforum.org/download.cfm?downloadfile=E55A1CC0-40E4-11E9-ABC60050569A4B6C&amp;typename=dmFile&amp;fieldname=filename">Impact of Updated Service Life Estimates on Harbor Craft and Switcher Locomotive Emission Forecasts and Cost-Effectiveness</a>”, completed by Ramboll Environ, found the average Category 2 workboat remains in service for 50 years, instead of the 23-year lifespan estimated by the EPA in the 2008 Heavy Duty Locomotive and Marine Rule. A longer service life reduces the fleet’s turnover rate to cleaner, lower-emitting engines, therefore increasing future-year emission estimates.
</p>
<p>
The US Army Corps of Engineers estimates that, as of 2014, there were approximately 9,000 Category 1 and 2 marine vessels operating on US waters. The Category 2 workboats highlighted in the DTF and EDF report have displacements of 7 to 30 liters per cylinder and are installed primarily in larger workboats such as pushboats, towboats or off-shore support vessels. These vessels provide a range of essential services in waterborne commerce including towing, harbor navigation, docking, supply and rescue, and recovery.
</p>
<blockquote><p><em>Diesel engines are known and valued for their legendary durability; thanks to their unmatched combination of power, performance, efficiency and reliability, diesel engines are the technology of choice for marine workboats. This report underscores that more, older engines remain in service today. Since real-world workboat engines are operating with longer lifespans, the actual nitrogen oxide emission reductions are 52 percent weaker than predicted in EPA’s 2008 Rule calculations. Replacing more of these older and longer-lived engines with the latest clean diesel models, faster, will generate significant emissions reductions.</em><div align="right">&mdash;Ezra Finkin, DTF Policy and Outreach Director</div></p></blockquote>
<p>
The EPA estimates that, as of 2014, 81% of Category 1 and 2 workboats used older, uncontrolled or Tier 1 diesel engines, which are 10 times higher in emissions than a modern Tier 4 diesel engine. According to the DTF-EDF report, the slow turnover rate of these technologies means communities will only see nitrogen oxide (NNO<sub>x</sub>Ox) reductions of 161,167 tons per year, well below the 333,925-ton reduction predicted in the EPA 2008 Rule. Similarly, fine particulate emissions (PM<sub>2.5</sub>) will only be reduced by 3,537 tons per year, instead of by 8,758 tons per year.
</p>
<blockquote><p><em>Most tugs are operating in locations near America’s ports which do not meet current federal health-based air quality standards. This study underscores the need to increase funding for the replacement of older marine engines, reduce exposure to diesel emissions, and for EPA to update the service life assumptions used by the 2008 Rule.</em><div align="right">&mdash;Dr. Elena Craft, EDF Senior Director</div></p></blockquote>
<p>
Starting in 2015, new diesel engines used in marine applications in the United States were required to meet Tier 4 emissions standards. Relative to previous generations of technology, these latest clean diesel technologies are proven to dramatically reduce emissions, including nitrogen oxides and fine particulates, by 88% to 95% compared to previous generations.
</p>
<p>
Despite the widespread availability of the new, cleaner diesel engines for workboats, the cost and downtime required to upgrade to new engines and other factors have likely delayed investments in the newest technologies.
</p>
<p>
State governments have an opportunity to replace old work boat engines with new ones, delivering significant and immediate emission reductions for surrounding communities, long before many other options. States can use funds from Volkswagen’s $2.9-billion environmental mitigation trust for marine repower projects.
</p>
<p>
A related <a href="https://www.dieselforum.org/largeengineupgrades">study</a> by DTF and EDF confirms that upgrading workboats to the newest-model clean diesel engines delivers the greatest emissions improvements for the lowest cost. Commercial marine engine upgrade or repower projects are very cost-effective owing to high engine rated power, hours of operation, engine load, and long service life.
</p>
<p>
On average, upgrading the engines of a single tugboat to the newest diesel technologies eliminates 14.9 tons of nitrogen oxide emissions per year for only $4,379 per ton of nitrogen oxide eliminated. By contrast, other types of NO<sub>x</sub>-reduction projects cost more than $30,000 per ton of nitrogen oxide.
</p>
<blockquote><p><em>Large engine repowers are more than six times as cost effective on a dollar-per-ton-of-emissions-reduced basis than other projects, which should make for an easy and compelling choice for states in ozone non-attainment. The incentive funds give boat operators a brand new, more efficient, fuel-saving and lower-emitting engine at a fraction the cost. Even better, the emission benefits associated with these projects will accrue quickly and persist for many years.</em><div align="right">&mdash;Allen Schaeffer, DTF Executive Director</div></p></blockquote>
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</div><img src="http://feeds.feedburner.com/~r/greencarcongress/TrBK/~4/9MXI8Z2W2wc" height="1" width="1" alt=""/>https://www.greencarcongress.com/2019/03/20190318-workboat.htmlNew sensor system for continuous in situ monitoring of H2 quality at fueling stationstag:typepad.com,2003:post-6a00d8341c4fbe53ef0240a47031c1200d2019-03-17T03:00:00-07:002019-03-17T03:00:00-07:00For use in fuel cell vehicles, hydrogen has to be free of any contaminants that could damage the fuel cell. Professor Andreas Schütze and his research team at Saarland University are collaborating with research partners—the Fraunhofer Institute for Solar Energy Systems ISE and Hydac Electronic GmbH—to develop a sensor system...mmillikin
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For use in fuel cell vehicles, hydrogen has to be free of any contaminants that could damage the fuel cell. Professor Andreas Schütze and his research team at Saarland University are <a href="https://www.uni-saarland.de/nc/universitaet/aktuell/artikel/nr/20587.html">collaborating</a> with research partners&mdash;the Fraunhofer Institute for Solar Energy Systems ISE and Hydac Electronic GmbH&mdash;to develop a sensor system that can provide continuous <i>in situ</i> monitoring of hydrogen quality at hydrogen fueling stations. </p>
<p>
The research team is developing an infrared measuring cell that will be installed inside the hydrogen filling station and that can measure reliably and accurately under extreme conditions. The very high pressures to which their sensors are exposed are in fact utilized by the team to further improve the sensitivity of their process.
</p>
<p>The hydrogen fuel flows through a small tube in the cell.</p>
<blockquote><p><em>We illuminate the gas passing through the tube with light from an infrared source and we collect the light passing out on the opposite side of the tube. If there has been a change in the chemical composition of the gas, the infrared spectrum will change accordingly. This allows us to detect the presence of unwanted additives or contaminants.</em><div align="right">&mdash;Professor Schütze</div></p></blockquote>
<p><p></p>
<p>
Members of the research team are currently conducting experiments and are assigning particular infrared absorption signals to the various contaminants. They are also determining which wavelengths of the infrared spectrum are most suitable for the measurements and are calibrating the system. These important preparatory stages need to be completed before this autumn, when the sensor system will be installed in a hydrogen refueling station for operational trials.
</p>
<p>
The research team from Saarbrücken will be at this year’s Hannover Messe starting 1 April, where they will showcase their high-pressure test rig at the Saarland Research and Innovation Stand (Hall 2, Stand B46).
</p>
<blockquote><p><em>One of the questions we’re studying at the moment is whether and how the intensity of the infrared spectrum we measure changes with pressure. The sensor system has to be able to reliably detect a range of contaminants at concentration levels significantly below what we find in oils.</em><div align="right">&mdash;Marco Schott, a doctoral student working on the hydrogen measuring cell</div></p></blockquote>
<p>
The project is being supported by the German Federal Ministry of Education and Research through a grant worth €2.5 million (US$2.8 million).
</p>
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